On Road Traffic Safety Plan for
2017-2020

1. To support the Road Traffic Safety Plan for 2017-2020
(hereinafter - the Plan).

2. To determine the Ministry of Transport, the Ministry of the
Interior, and the Ministry of Education and Science (in
accordance with their competence) as the responsible institutions
for the implementation of the Plan.

3. The ministries involved shall ensure the implementation of
the Plan in 2017 within the limits of the funds allocated from
the State budget. The issue regarding allocation of additional
funds from the State budget for the implementation of the Plan in
2018, 2019 and 2020 shall be examined during the drawing up of
the Cabinet draft law on medium-term budget framework and draft
law on the State budget for the following years together with the
proposals from all ministries and central State authorities in
conformity with the financial possibilities of the State
budget.

Prime Minister Māris Kučinskis

Minister for Transport Uldis Augulis

(Cabinet Order No. 180
of 4 April 2017)

Road Traffic Safety Plan for
2017-2020

Riga
2017

Contents

Abbreviations
Used

Summary

1.
Characterisation of the Existing Situation

1.1. Objectives Identified in the
European Union Policy Documents

1.2. Objectives Identified in the
Planning Documents of Latvia and Assessment of Their
Fulfilment

1.3. Road Traffic Safety
Situation

1.3.1. Statistics of road traffic accidents and their
assessment

1.3.2. Map of black spots

1.3.3. Safety of the most vulnerable road traffic
participants

1.3.4. Road traffic violations

1.3.5. Education of road traffic participants

1.3.6. Mitigation and prevention of consequences of road
traffic accidents

1.3.7. Preventive measures for prevention of road traffic
accidents

1.3.8. Existing road infrastructure

1.3.9. Impact of technical condition of the vehicle on the
road traffic safety

1.4. Conclusions on the Level of
Road Traffic Safety

1.5. Direct Action Results and Their
Assessment

2.
Objective and Lines of Action of the Plan

3.
Description of the Lines of Action

3.1. Preventive Road Traffic Safety
Measures

3.2. Education and Informing of
Traffic Participants

3.3. Introduction of Solutions for
Traffic Safety in the Motorway and Street Network

3.4. Response to Road Traffic
Accidents and Mitigation and Prevention of Their Consequences

4.
Planning of the Financing for the Measures Included in the Plan,
Impact Assessment on the State and Local Government
Budgets

Abbreviations Used

RTSD

State joint stock company "Road
Traffic Safety Directorate"

RTA

Road traffic accident

RTL

Road Traffic Law

RTR

Road Traffic Regulations

RTSC

Road Traffic Safety Council

eCall - eCall

A vehicle technology which
contacts an interoperable eCall service in case of an
accident and builds on 112 line.

MoE

Ministry of Economics

EU

European Union

MoF

Ministry of Finance

PPE

Personal protective
equipment

MoI

Ministry of the Interior

ICoMoI

Information Centre of the
Ministry of the Interior

MoES

Ministry of Education and
Science

ITS

Intelligent (smart) transport
systems

MoW

Ministry of Welfare

LALRG

Latvian Association of Local and
Regional Governments

MIBoL

Motor Insurers' Bureau of
Latvia

LSR

State joint stock company
"Latvian State Roads"

MAIS

Maximum Abbreviated Injury
Scale

NDP2020

National Development Plan for
2014-2020

NGOs

Non-governmental
organisations

CCLI

Compulsory Civil Liability
Insurance

CRPC

Consumer Rights Protection
Centre

LCA

Association "Latvian Cyclists'
Union"

RTU

Riga Technical University

TDoRCC

Traffic Department of the Riga
City Council

TDG2020

Transport Development Guidelines
for 2014-2020

Vehicle

Vehicle

TI

State Technical Inspection of
Vehicles

MoJ

Ministry of Justice

MoT

Ministry of Transport

MoEPRD

Ministry of Environmental
Protection and Regional Development

NCE

National Centre for
Education

SFRS

State Fire and Rescue
Service

SP

State Police

SBG

State Border Guard

MoH

Ministry of Health

Summary

Road traffic safety concerns each and every citizen of our
country. When comparing statistics of fatalities and casualties
in RTAs among EU Member States, it should be acknowledged that
the number of fatalities and casualties in RTAs in Latvia is
still higher than in other EU Member States.

The Road Traffic Safety Plan for 2017-2020 (hereinafter - the
Plan) has been developed in accordance with the objective
identified in the Transport Development Guidelines for 2014-2020
(hereinafter - the TDG2020) and in order to achieve the goal
established in the policy, i.e. to reduce the number of
fatalities in road traffic accidents by 50 % in comparison with
2010. It is also intended to reduce the number of severely
injured persons by 50 % in comparison with 2010. The Plan
envisages specific lines of action to improve the road traffic
safety by determining the responsible institutions and deadlines
for implementation of lines of action, and the necessary
financing.

It is essential for successful implementation of the measures
for improvement of road traffic safety to ensure and promote
cooperation between all responsible institutions. Such
institutions are involved in the processes related to education
and informing of the public, prevention, improvement of road
audits and infrastructure, improvement of laws and regulations
and system of fines, as well as rescue of casualties in RTAs and
restoration of their health. The MoI and its subordinate
institutions, the MoES and its subordinate institutions, the MoT
and its subordinate institutions, the MoH, the TDoRCC, the State
Forensic Science Bureau of the MoJ, the LALRG, as well as
different associations and non-governmental organisations are
involved in the development and implementation of the Plan. The
implementation of the Plan is supervised by the RTSC.

Planning documents regarding road traffic safety have been
developed in Latvia for a specific period of time since 1994. The
most critical situation in road traffic safety in Latvia was in
1991 when 923 persons lost their lives in road traffic accidents.
According to statistics, situation in the road traffic safety in
Latvia has significantly improved over the last 15 years, even
taking into account a considerable increase in the number of
vehicles and drivers. It should, however, be taken into account
that, although a decrease in the number of fatalities is one of
the sharpest in the EU, the number of fatalities per million
residents in 2015 is still one of the highest in the EU.

The Plan especially focuses on the factors directly affecting
road traffic safety (the number of RTAs, the numbers of
fatalities and casualties in RTAs). It should be indicated that
road traffic safety depends on three major factors: a person (a
traffic participant), a vehicle (its condition and equipment),
and environment (road infrastructure).

In order to achieve the objective established in the TDG2020
and consequently in the Plan, the following four lines of action
have been identified: preventive road traffic safety measures,
education and informing of traffic participants, introduction of
solutions for traffic safety in the motorway and street network,
response to RTAs and mitigation and prevention of their
consequences.

Implementation of the measures included in the Plan for a
four-year period requires financial resources in the amount of
EUR 14 174 525, out of which EUR 5 950 000 are State budget
funds, EUR 4 322 635 are the RTSD's dividends, and EUR 3 901 890
are planned be allocated from the CCLI available financing,
moreover, it will be possible to determine an amount of financing
for separate measures only after the initial research.

1. Characterisation of the Existing
Situation

1.1. Objectives Identified in the
European Union Policy Documents

Improvement of road traffic safety in the EU by preventing
RTAs and significantly reducing the number of casualties and
fatalities constitutes a considerable challenge for the next
years, meeting of which requires a substantial work. So far the
European Commission had set itself the objective of preventing
fatalities in RTAs, however, currently attention is also focused
on the efforts to reduce the number of severe RTAs which is also
related to the so-called zero-vision1 objective in
order to prevent fatalities and serious injuries caused by RTAs
in the EU territory.

It is worth mentioning that according to the information
provided by the World Health Organization, approximately 1.25
million people die in RTAs each year worldwide, also 20 to 50
million people are seriously injured therein, therefore it should
be indicated that consequences of RTAs have devastating impact on
families in every country of the world. RTAs cause also huge
economic damage which is estimated to account for approximately
2-5 % of gross domestic product. The large numbers of fatalities
and casualties are unacceptable both from the perspective of
sufferings of individuals and the total financial losses of the
society, moreover, future transport must be sustainable and thus
also safe.2

Although a positive trend has been observed over the last
years in the improvement of road traffic safety in the EU, the
total number of fatalities in RTAs in the EU is significant - in
2014, approximately 25 000 people died in the EU which means that
about 70 people die on EU roads every day3. Statistics
also show that the number of fatalities increased in 2015 - it
was 26 300 people which in total accounted for an increase of 1 %
in comparison with 2014. The number of casualties of RTAs is also
significant - in 2015, approximately 200 000 persons
suffered.

From 2010 to 2015, the number of fatalities in RTAs in the EU
has reduced by approximately 17 % which means on average 3.6 %
per year4. In order to achieve the common EU objective
of reducing the numbers of fatalities and casualties in 2020 by
50 % in comparison with 2010, it would have been necessary to
ensure an annual decrease at around 7 % from 2010 to 2020,
therefore major efforts will be required in the next years to
pursue this objective. In order to fully pursue the objective and
catch up, a decrease must already be 9.7 % every year.

It should be indicated that with unlimited resources and funds
the majority of the RTAs would be predictable and also
preventable. It is also known that countries with large income
have managed to balance an increase in the road transport units
and the number of RTAs - popularity of transport has not resulted
in a sharp increase in the numbers of fatalities and casualties
in RTAs. Such result has been largely achieved by creating a
systematic approach to the problem - ensuring implementation of
an efficient comprehensive and verified programme for the
improvement of road traffic safety.2

European Commission's White
Paper of 28 March 2011 "Roadmap
to a Single European Transport Area - Towards a competitive and resource efficient
transport system" sets a very ambitious objective regarding
the road traffic safety, i.e. by 2050, to move close to zero
fatalities in road transport. According to this objective, the
goal of the EU is to reduce the number of fatalities by half by
2020 and to further continue proportional reduction of the number
of fatalities by 2050.

Although the number of fatalities in RTAs has decreased in the
EU over the last decade, any accident which involves death of a
person will always be too much in order to achieve the ambitious
objective of 2050. In order to reduce the number of fatalities
even more rapidly, initiatives in technology, implementation and
education will further play the most important role, as well as
special focus on the most vulnerable road traffic
participants.

In order to progress towards the objective identified in the
White Paper, complex solutions are required for promotion of road
traffic safety, therefore in the achievement of the objective to
move close to zero fatalities and seriously injured persons in
RTAs by 2050 the White Paper emphasises the following:

- It is required to harmonise and deploy road traffic safety
technologies, such as driver assistance systems, (smart) speed
limiters, seat-belt reminders, eCall, vehicle and infrastructure
interoperability systems, as well as improve control of technical
condition, including that of vehicles with alternative fuels,
electricity, hydrogen etc.

- It is required to develop a comprehensive strategy of action
on road injuries and emergency services, including common
definitions and standard classifications of injuries and
fatalities, in view of adopting an injuries reduction target.

- Attention should be paid to training and education of all
traffic participants, and the use of safety equipment
(seat-belts, protective clothes, anti-tampering) should also be
promoted.

- Particular attention should be paid to vulnerable traffic
participants, such as pedestrians, cyclists and motorcyclists,
including through safer infrastructure and vehicle
technologies.

Communication of 20 July
2010 from the Commission to the
European Parliament, the Council, the European Economic and
Social Committee and the Committee of the Regions"Towards a European road safety area: policy
orientations on road safety 2011-2020" (hereinafter - the policy
orientations on road safety) indicates that success of the
previous EU programmes for road traffic safety may not be used as
a reason for not continuing the ongoing work and not initiating
new ones. EU motorways are still far from being safe - the policy
orientations on road safety state that 35 000 people died in RTAs
in 2009, also more than 1.7 million people suffered injuries.
Re-referring to the objective set by the EU to reduce the numbers
of fatalities and casualties by 2020, it is important to ensure a
set of measures which would cover all sectors that are directly
or indirectly related to road traffic safety in a balanced
way.

The most important measures to be performed which are referred
to in the policy orientations on road safety and may be applied
to Latvia are as follows:

- introduction of a road traffic safety framework at the EU
level in order to guarantee equal treatment of all EU residents
in the case of a RTR violation;

- increasing of safety of vulnerable traffic participants by
improving communication between institutions and traffic
participants;

- improvement of tools which allow to collect and analyse
information regarding accidents in order to more efficiently
monitor progress which is achieved in road traffic safety in
Member States and ensure precise data that could be used for the
development of new road traffic safety regulations.

As emphasised in the policy orientations on road safety, the
problems of road traffic safety are common to all EU Member
States, and EU may help the Member States to cooperate and
exchange information.

Experience shows that in implementing the previous EU
programmes for road traffic safety from 2001 to 2010 lives of 78
000 people were saved which was achieved through a wide set of
measures.

1.2. Objectives Identified in the
Planning Documents of Latvia and Assessment of Their
Fulfilment

Planning documents regarding road traffic safety have been
developed in Latvia for a specific period of time since 1994.
According to the Road Traffic Safety Plan for 2014-2016, the Road
Traffic Safety Programme for 2007-2013 was implemented by
approximately 90 %. During these five years 1167 lives were
potentially saved and 6988 less people suffered injuries, traumas
than at the equivalent traffic safety level of 2006. Although
substantial improvements of indicators in terms of a decrease in
the numbers of casualties and fatalities in road traffic
accidents have been observed since 1999, over the least years a
degree of stagnation has been experienced, and situation improves
very slowly - 33.5 % of RTAs involving fatalities in Latvia in
2015 were accidents with pedestrians. The most critical situation
in road traffic safety in Latvia was in 1991 when 923 persons
died in RTAs. These tragic statistics, as well as the rapid
development of relations between Latvia and European countries
followed by consequent growth of international transport volume,
including transit, raised the issue of ensuring of the traffic
safety on the Latvian motorways at the European level. In 1994,
the first Road Traffic Safety Programme was developed in Latvia
within the framework of the Transport Development Programme. In
implementing the measures referred to in the programme, the
number of fatalities was reduced by 1.47 times already in 1998 in
comparison with 1991. At the same time the objectives laid down
in the Road Traffic Safety Programme of 1994 were overall
implemented in the beginning of 1999. The rapid growth of the
automobilisation, as well as accession process of Latvia to the
EU defined new objectives, and on 25 January 2000 the Cabinet
approved the National Road Traffic Safety Programme for
2000-2006. The objectives laid down in the National Road Traffic
Safety Programme for 2000-2006 were overall implemented in the
beginning of 2007 - the number of fatalities was reduced by 1.6
times in 2006 in comparison with 1999. On 13 April 2007, the
Cabinet approved the Road Traffic Safety Programme for 2007-2013
by its Order No. 209 the intermediate objective of which - to
reduce the number of fatalities twice by 2010 in comparison with
2001 - was achieved.

The National Development Plan for
2014-2020 (hereinafter - the
NDP2020) is hierarchically the highest national level medium-term
planning document. The NDP2020 is closely related to the
Sustainable Development Strategy of Latvia until 2030
(hereinafter - Latvia2030) and the National Reform Programme for
the Implementation of the EU2020 Strategy. The NDP2020 also
includes measures which concern directly or indirectly the
improvement of road traffic safety.

As indicated in the NDP2020, it is important to improve access
to health care which also applies to the treatment of casualties
after RTAs. According to the line of action "Healthy and Fit for
Work" determined in the NDP2020, approximately 30 % of all deaths
in Latvia are premature, while still being at the working-age. As
the causes of premature mortality and loss of the capacity for
work are in most cases related to various health risks, then by
mitigating their impact it is possible to increase people's
healthy life span and the quality of life, thus also improving
natural population growth and facilitating employment in the
country to ensure an "economic breakthrough".

The Transport Development
Guidelines for 2014-2020
(hereinafter - the TDG2020) is a medium-term policy planning
document which identifies objectives, guiding principles and
priorities of development of the transport policy, as well as
results to be achieved in the transport sector. The Guidelines
include planning of further action by determining specific
measures for achievement of the identified objectives.

The Guidelines have been developed in conformity with the
objective determined in the White Paper - to establish a system
that underpins European economic progress, enhances
competitiveness and provides high-quality mobility services while
using resources more efficiently - and the relevant challenges by
assessing the priorities, objectives and results to be achieved
in the transport sector which have been identified in the EU
Strategy for the Baltic Sea Region, ensuring conformity with the
objectives and tasks identified in the Sustainable Development
Strategy of Latvia until 2030, ensuring conformity with the
objectives and tasks identified in the National Development Plan
for 2014-2020, assessing and taking into account the study
"Evaluation of Competitiveness of Latvia 2011" carried out by the
Stockholm School of Economics in Riga and financed by the
European Social Fund, as well as ensuring links with other
sectoral policy planning documents.

As indicated in the TDG2020, vision of sustainable transport
system also includes high-level traffic
safety.

According to the TDG2020, safety is one of the most
significant factors when selecting different transport solutions,
therefore it is also important to assess the work carried out so
far in the improvement of road traffic safety. From 2001 to 2010
Latvia made significant efforts to improve road traffic safety by
achieving reduction of the number of fatalities by 60.9 %,
Although in terms of reduction of the number of fatalities from
2001 to 2010 Latvia has been in one of the leading places in the
EU, such indicator as the number of fatalities per million
residents is still high - 94 persons where the average number of
fatalities in the EU is almost twice less - 51.5 persons.

The TDG2020 have identified major problems of road
infrastructure, and one of such is insufficient quality of the
condition of motorways which is one of the significant risks of
road traffic safety.

1.3. Road Traffic Safety
Situation

1.3.1.
Statistics of road traffic accidents and their assessment

In assessing statistics of RTAs, it should be taken into
account that from 1985 to 2003 a person was recognised as killed
in an RTA in Latvia if he or she died at the place of accident or
within 7 days after the accident, but in other countries - within
30 days. In order for Latvia to be compared with other countries
in terms of RTAs currently the internationally recognised
coefficient is used by moving from a 7-day period used previously
to a 30-day period. More specifically, since 2004 persons are
recognised as killed in RTAs in Latvia if they die at the place
of accident or within 30 days after the accident, and persons who
are hospitalised for more than 24 hours are recognised as
seriously injured. It should also be indicated that for the
purpose of statistics of RTAs referred to in the Plan a traffic
participant up to the age of 15 full years is considered a child.
According to the internationally accepted practice and standards
for the statistics of road traffic accidents, the statistics of
road traffic accidents by age groups shall be divided as
follows:

• Child - a person up to the age of 15 full years;

• Teenager - a person aged from 15 to 17 full years.

Serious road traffic accident is considered a RTA which
involves at least one casualty.

Casualty is considered a person who has died or
suffered injury as a result of a RTA (medical assistance has been
provided).

Vehicle driver is considered a person who drives a
motor vehicle, but a cyclist, a moped rider, a motorcycle rider
and a quadricycle rider are identified separately from the
drivers.

Driver of a B category vehicle is a person who drives a
motor vehicle whose laden weight does not exceed 3500 kg and the
number of seats, excluding the driver's seat, does not exceed 8
seats.

Vulnerable traffic participants include a pedestrian, a
cyclist and his or her passengers, a moped rider and his or her
passengers, a motorcycle rider and his or her passengers, a
quadricycle rider and his or her passengers.

It is worth mentioning with regard to the statistics of RTAs
that Paragraph 40 of the RTR (Regulation No. 279 of 2 June 2015)
stipulates that if people have not suffered in the road traffic
accident, damages have not been caused to the third person's
property, as well as damages have not been sustained to a vehicle
due to which they cannot or are prohibited to drive, the vehicle
driver shall:

- immediately stop and stay at the place of the accident,
light on emergency light signal and install emergency sign, but
in case it is not possible, warn other road traffic participants
otherwise regarding the road traffic accident;

- agree with the driver of other vehicle involved in the road
traffic accident regarding all significant circumstances of the
accident, fill out a co-ordinated notification and, without
noticing the police regarding the accident, leave the place of
the accident.

According to statistics, over the last 15 years situation in
the road traffic safety in Latvia has significantly improved,
even taking into account a considerable increase in the number of
vehicles and drivers - see Figure 1. It should, however, be taken
into account that, although a decrease in the number of
fatalities is one of the best in the EU, the number of fatalities
per million residents in 2015 is still one of the highest in EU.
It is (106 fatalities in 2014, 94 fatalities in 2015)
approximately twice as high as the EU average (51 fatalities on
average in 2014 and 2015). At the same time statistics of the
last 5 years show that the numbers of fatalities and casualties
decrease insufficiently. It should be taken into account that in
order to achieve the established objectives regarding reduction
of the numbers of fatalities and casualties, a research should be
carried out on the most efficient measures to be taken.

It should be indicated that the decrease in the number of
fatalities and in the number of RTAs in 2009 and 2010 may be
partly explained with the decrease in the number of vehicles
during the economic crisis, however, it is only one of several
causes. At the same time this was also the period when the first
speed cameras appeared which ensured significant reduction of the
average speed on State roads, thus increasing traffic safety.

According to the statistics of the previous period, from 2001
to 2010 Latvia has made significant efforts to improve road
traffic safety by achieving reduction of the number of fatalities
by 60.9 %, thus meeting the ambitious objective identified by the
EU, i.e. to reduce the number of fatalities by 50 % by 2010. The
number of fatalities also decreased in 2011 by 24.6 % in
comparison with 2010.

Figure 1.
Changes in the characteristics of traffic safety - number of
vehicles/number of drivers/number of RTAs involving
casualties/number of fatalities (percentage change from 2000 -
2000 = 100 %)

Statistics of road traffic safety
for the period from 1990 to 2010

In 2010, the number of RTAs involving casualties in Latvia was
3193 where 218 persons died and 4023 suffered injuries. It should
be noted that 218 fatalities constitute the smallest number of
fatalities since the statistics of RTAs have been recorded in
Latvia (it has been recorded since 1970).

Taking into account that EU had established an objective to
reduce the number of fatalities twice by 2010 in comparison with
2001, the number of fatalities in Latvia could not exceed 280
fatalities in 2010, therefore Latvia managed to meet this
objective. Thus reduction of the fatalities which accounted for
61 % at that moment was one the best results in the EU.

Figure 2. Dynamics of road
traffic accidents (percentage - 100 %) in Latvia for the period
from 1985 to 20155

Even taking into account that Latvia occupied one of the
leading places in the EU in terms of the reduction of the number
of fatalities from 2001 to 2010 (reduction in the amount of 61
%), an indicator, however, such as the number of fatalities per
million residents (97 persons in 2010) was still significantly
higher than the EU average (70 persons in 2009).

It should be noted that, comparing the numbers in 1990 to
those in 2010, the number of fatalities in RTAs had decreased
five times from 947 persons in 1990 to 218 persons in 2010, while
the number of injured persons had decreased by 13.4 % from 4646
persons in 1990 to 4023 persons in 2010.

Statistics of road traffic safety
for the period from 2010 to 2015

In 2015, comparing to 2010, the number of fatalities has
decreased by 13.8 %, while the number of injured persons has
increased by 13.5 %.

Figure 3. Decrease in the number
of fatalities in RTAs in the EU Member States from 2010 to
2015(source of information: European Commission).

Figure 4. Number of fatalities
per million residents in the EU Member States in
2015(source of information: European Commission).

Statistics of road traffic safety
for 2015

Taking into account that on 31 January 2015 the population of
Latvia was 1 971 300, the number of registered vehicles was 887
969, and the total number of drivers was 839 424, a total of 40
091 RTAs occurred in 2015 which is 7.4 % more than in 2014
when 37 326 RTAs were registered. Overall, most accidents took
place during the summer vacation period, i.e. in July (3633),
August (3739) and September (3634), while in winter months the
number of road traffic accidents was even smaller, for example,
2691 RTAs were registered in February 2015.

In 2015, the RTAs involving casualties were registered
3692 times which is 1 % less than in 2014 when the number was
3728. Most RTAs involving casualties were again registered during
vacation season, i.e. in July (402), August (482) and September
(378), while in winter months the number of RTAs involving
casualties is as follows: 239 in January, 194 in February, 234 in
March, 321 in October, 261 in November, 297 in December.
Statistics show that the accidents and the accidents involving
casualties do not always occur in winter months which tend to be
the most dangerous when driving conditions may be difficult.

In 2015, 25 % of the RTAs involving casualties in Latvia were
accidents involving pedestrians, 45 % of the accidents were
collisions of two or more vehicles, while accidents involving one
vehicle and casualties accounted for 30 %.

In 2015, the total number of fatalities in RTAs was 188
(1876) persons which is 11.3 % less than in 2014 when
212 persons died in RTAs. Most fatalities occurred in August
2015, i.e. 30 persons, while in the dark winter months the
numbers were smaller - 22 persons in January, 7 persons in
February, 17 persons in November, 23 persons in December. A
similar trend also emerges in 2014 when 24 persons died in July,
and 23 persons in August. August 2015 when the number of
fatalities in road traffic accidents reached 30 persons accounts
for 16 % of all the fatalities in 2015. Three accidents in August
2015 cost 8 lives.

In 2015, 33.5 % of the RTAs involving fatalities in Latvia
were accidents involving pedestrians, 34.8 % of fatalities were
in accidents involving collisions of two or more vehicles, while
accidents involving one vehicle and fatalities accounted for 29.6
%.

In 2015, the causes of the RTAs resulting in death of a
vehicle driver were choice of inappropriate speed (17.6 %),
failure to observe manoeuvring rules (0.5 %), as well as
negligence (10.6 %).

In 2015, 45.2 % of the persons who died in RTAs were drivers
and passengers of passenger cars, also approximately half of such
accidents were accidents involving one vehicle. At the same time
it should be indicated that although in 2015 the number of
vulnerable traffic participants has decreased by 16.5 %, they
still account for 45.7 % of all the fatalities (pedestrians,
cyclists, moped riders, motorcycle riders and quadricycle
riders).

Table 1. Number
of casualties and fatalities in RTAs by type of vehicle or status
of a road traffic participant in 2015

In 2015, the number of casualties in RTAs was 4566
which is 0.8 % less than in 2014 when the number was 4603, thus
the total number of injured persons has not changed
significantly. In 2015, 479 persons were seriously injured
(434 persons in 2014), thus an increase is + 10.4 %. 593 persons
suffered injuries in August, 511 persons in July, and 440 persons
in September. As to winter months, 294 persons sustained injuries
in January, 247 persons in February, 283 persons in March, 422
persons in October, 306 persons in November, 339 persons in
December.

In 2015, the vulnerable road traffic participants
accounted for 45.7 % of the fatalities, i.e. 86 persons. In 2014,
the number was 16.5 % more - 103 persons. Out of the fatalities
pedestrians constituted 63 persons (33.5 % of the fatalities)
which is 11.3 % less than in 2014 when the number was 71. It
should also be noted that 60 % of the pedestrians were on
carriageway at the moment of accident. In 2015, 9 cyclists died,
548 were injured and 31 were seriously injured in RTAs.

In 2015, only 7 persons died in RTAs as motorcyclists,
while in 2014 this number was 10. It is important to indicate
that the majority of the vulnerable road traffic participants who
died were exactly pedestrians, i.e. 33.5 %.

Figure 5. Statistics on child
casualties in RTAs in 2014 and 20157

The number of child fatalities7 in RTAs has
increased from 7 persons in 2014 to 12 persons in 2015.
The number of child casualties in RTAs has slightly decreased
from 441 persons in 2014 to 398 persons in 2015. Taking into
account the tragic statistics, it is important to use the
necessary safety equipment (child car seats, bicycle helmets,
reflective vests etc.), as 459 reports were drawn up regarding
the failure to use child car seats or boosters in 2015 (503
statements were drawn up in 2014).

RTAs in Riga and on State
motorways

In 2015, 25 % of all RTAs involving casualties occurred
on State motorways, also 64.9 % of all fatalities and 30.3 % of
all injured persons were registered on State motorways.

RTAs in Riga in 2015 and their impact on road traffic safety
in Latvia:

• In 2015, approximately 30 % of the total number of vehicles
(passenger cars, lorries, buses) were registered in Riga;

• In 2015, approximately 43 % of the total number of RTAs
involving casualties were registered in Riga;

• In 2015, 12.8% of all the RTAs involving fatalities were
registered in Riga;

• In 2015, 39.6% of all the RTAs resulting in injuries were
registered in Riga.

As to the State motorways, in 2015 most severe RTAs were
registered on the A10 State motorway (Rīga-Ventspils) - 53 severe
road traffic accidents, in 2015 50 severe RTAs were also
registered on the A2 State motorway (Rīga-Sigulda-Estonian Border
(Veclaicene)). In 2015, most fatalities in RTAs were registered
on the A6 State motorway (Rīga-Daugavpils-Krāslava (Pāternieki))
- 8 deaths, also in 2014 most fatalities, i.e. 9 deaths, were
registered on the A10 motorway (Rīga-Ventspils). According to the
information provided in Table 2 regarding fatalities and
casualties in RTAs on State motorways, in order to gain more
insight into the most dangerous roads factors, such as length of
these roads and traffic volume, should be taken into account as
well. A more accurate insight into the most dangerous road
sections and places is provided by the "Map of black spots" which
has been issued by the LSR.

Statistics of road traffic safety for
20168

Provisional8 data for 2016 show that 157 persons
died in RTAs, out of which the majority, i.e. 70 persons, were
drivers or passengers of passenger cars, 55 were pedestrians, 7
were cyclists, 12 were motorcyclists and 13 were drivers and
passengers of other vehicles (mopeds, quadricycles, tractors
etc.). Thus according to statistics, in 2016, the number of
vehicle drivers and passengers who died in RTAs decreased but the
current problem is still safety of pedestrians, cyclists and
motorcyclists.

Provisional data for 2016 show that overall 19 544 RTAs
occurred in 2016 out of which 3773 were RTAs involving casualties
(out of which 916 RTAs were accidents involving pedestrians). In
2016, 4644 persons were injured in RTAs, out of which 888 were
pedestrians.

It is essential to note that at a constant or even slightly
growing Latvian fleet the number of road fatalities decreased by
16 % in 2016, comparing to 2015 (on 1 January 2017, more than 752
000 vehicles participated in the road traffic). 2016 which cost
lives of 157 persons was a record year in the history of Latvia.
In comparison 188 persons died on Latvian roads in 2015 but 2012,
which had been the best year so far, cost lives of 177 persons.
Last year the best month was May when seven persons died but the
worst month in terms of traffic safety turned out to be September
when 20 persons lost their lives.

It should also be indicated that over the last years the
number of alcohol-related RTAs has decreased significantly. For
example, if 84 persons died in accidents caused by drunk drivers
in 2007, then the last year this number decreased seven times (12
persons lost their lives in alcohol-related accidents in 2016).
It is important to note that the most significant progress has
been made in preserving children's lives. Last year 2 children
aged up to 15 years died in RTAs but in 2015 this number was
11.

Main conclusions resulting from the
Study on Severe Road Traffic Accidents

In 2015, the SP in collaboration with specialists from the
University of Latvia carried out a study on causes of the severe
RTAs which took place during the period from 1 July 2013 to 30
June 2014, and factors affecting them. The study focused on three
factors affecting RTAs - a person (internal factors), a vehicle
and its technical equipment, and external environment. The study
carried out by the SP was comprised of two parts out of which the
biggest part of the study constituted an event (statistical)
analysis, while the other part in turn consisted of a population
survey (225 respondents were surveyed). Statistical analysis
included an analysis regarding the relevant period of time (2122
RTAs in total) where events were selected in proportion to the
magnitude of RTAs in each month and each type of event. All
severe RTAs, which had occurred in this period of time, were also
analysed - 393 RTAs where at least one of the participants had
serious injuries and 207 RTAs involving at least one
fatality.

The registered events were analysed by comparing the RTAs
where serious injuries were sustained or RTAs involving
fatalities, and the RTAs without any casualties or involving
casualties with minor injuries. Such comparing allowed to
establish factors which had served as the major causes of severe
RTAs.

According to the study, most of the severe RTAs were hitting a
pedestrian (31 %), then collisions of vehicles accounted for 26 %
of the severe RTAs, overturning of vehicle amounted to 17 %,
hitting an obstacle accounted for 10 %, hitting a cyclist
comprised 6 %, but the remaining 10 % were other accidents. When
considering statistics of the severe RTAs on an annual basis, it
has been concluded that June and July were the months when such
accidents (32.3 %) occurred most frequently (according to the
statistics for the relevant year). It should, however, be
indicated that a similar trend may also be noticed in other years
when severe RTAs occur more often in summer months (June, July,
August) than in other months.

This study has also identified a typical person who causes a
severe RTA. In most cases this person is a male (82.4 %) aged
under 29 years (36.1 %) who drives AUDI passenger car (21.3 %),
and most frequently this car is older than 20 years (32.4 %).

In analysing circumstances at the moment of severe RTAs it has
been concluded that 88 % of the severe RTAs occur under good
weather conditions during daytime (57 %), it should be also
indicated that in most cases the carriageway has been dry (69 %)
and the permitted driving speed has been exceeded at the moment
of RTAs (40 %), while the use of alcohol or other intoxicating
substances has been one of the causes in 11 % of cases. Although
only 11 % of the severe RTAs which occurred in the period of time
covered by the study have been caused while being under the
influence of alcohol or other intoxicating substances, it should
be pointed out that 54.4 % of these drivers have already been
punished for driving under the influence of alcohol (41.7 % were
riders of motorcycles, mopeds or scooters, while 58.3 % were
drivers of passenger cars).

The study has further concluded that during this period of
time 68 % of the severe RTAs occurred outside populated areas,
while 32 % took place in populated areas.

In analysing statistics of severe RTAs involving pedestrians
for the relevant period of time it has been concluded that in 75
% of cases accident was caused by a pedestrian (who has failed to
comply with requirements of the RTR), 65 % of such RTAs occurred
in dark, and 55 % of such accidents took place outside populated
areas (45 % in populated areas). It should also be indicated that
46 % of the RTAs which took place in populated areas and involved
pedestrians occurred when lighting was turned on.

The study has concluded that a typical pedestrian who is hit
in a severe RTA is male (75 %) aged above 65 years (28 %) and
under the influence of alcohol (16 %) who has no valid driving
licence (61 %).

According to the survey on causes of severe RTAs, in 32 % of
cases drivers have indicated that they were negligent during
driving, the cause of the accident was fatigue in 16 % of cases,
intoxication in 11 % of cases, thinking about other things in 11
% cases, malaise in 6 % of cases, but in the remaining 4 % of
cases the cause was other passenger (child) who diverted driver's
attention from the road. This study has also concluded that 77 %
of the drivers have assessed their driving skills as good on dry
carriageway but 69 % of the severe RTAs occur exactly on dry
carriageway.

1.3.2. Map of
black spots

The "Map of black spots" is updated by the LSR every 3
years by identifying the spots on the basis of the information
regarding the number of RTAs, while the Cabinet Regulation No.
1240 of 28 December 2010, Procedures for Classifying Road
Sections where Road Traffic Accidents Often Occur, and Safety of
Road Network in the Trans-European Road Network, determines
procedures for classifying road sections ("black spots") where
RTAs often occur.

A place where eight or more RTAs or three or more fatalities
in RTAs have occurred over one kilometre within three years is
considered a "black spot" outside populated areas. A crossroad is
in turn considered a "black spot" if RTAs have occurred according
to the said factors within a radius of 150 m to either side. Over
the last years the number of "black spots" has decreased,
however, pedestrians and other vulnerable road traffic
participants are still particularly at risk in many places.

It should also be indicated that the criteria for
identification of "black spots" and points dangerous to road
traffic safety in populated areas are within the competence of
each local government.

According to the information available in July 2016 currently
58 "black spots" have been identified on the State roads,
the updated "Map of black spots" is available on the LSR website
at www.lvceli.lv.

There were 62 "black spots" on the State roads from 2009 to
2011, while from 2007 to 2009 this number was 174. Dangerous
points are mostly located on the roads near Riga with the largest
traffic volume, yet increasingly more "black spots" also emerge
in regions.

One of the reasons for the reduction of the number of "black
spots" is the measures for improvement of traffic safety. For
example, currently a roundabout has been created in the place of
the dangerous crossroad at the very beginning of the A5 motorway
(Riga bypass (Salaspils-Babīte)), also traffic lights have been
installed at the crossroad of the A7 motorway
(Riga-Bauska-Lithuanian Border (Grenctāle)) towards Baloži. Funds
are also invested in many places in other road
infrastructure.

In 2015, improvement works were carried out in the following
"black spot": lighting was installed along the A1 motorway Rīga
(Baltezers)-Estonian Border (Ainaži) for 5.90 km (at the
connection of Baltezers forest nursery).

It should be indicated that in order to reduce the number of
accidents driving speed is limited most often, however, drivers
do not always observe it, therefore it is further planned to
install speed cameras at the "black spots" as well.

In 2015, registration of the RTA location using
GPS9 coordinates was introduced in order to identify
the location of a RTA as accurately as possible.

1.3.3. Safety of
the most vulnerable road traffic participants

The most vulnerable (pedestrians,
cyclists).

Introduction of new passive and active security systems in
passenger cars, lorries and buses has significantly increased the
safety level of these vehicles, however, the safety level of
vulnerable traffic participants, in particular pedestrians, is
still very low. RTAs involving vulnerable traffic participants
usually also have the most serious consequences, often even
fatal. The use of light reflective elements or vests with light
reflective elements requires fewer investments than significant
changes in traffic and urban environment, such as separation of
pedestrian flow from the rest of traffic (especially outside
populated areas) and creation of special cycle lanes. In any
case, both of these examples are important and if the first one
may be implemented in a comparatively short period of time, then
in the future when creating new traffic solutions or restoring
the current ones attention should also be paid to ensure that the
flow of vulnerable traffic participants (pedestrians, cyclists)
is the least connected with the rest of traffic flow.

In accordance with the laws and regulations of Latvia and
EU10, light reflective elements, child car seats, as
well as safety helmets are considered personal protective
equipment. Although the use of personal protective equipment is
important, it is equally important to use personal protective
equipment complying with the requirements which fulfils its
functions and ensures the expected safety at the moment of RTAs.
Each year the CRPC carries out the PPE market surveillance in
order to reduce the risk to consumers to purchase inappropriate
goods. The purpose of the use or application of PPE is to prevent
one or several risk factors which may be related to sustaining of
different injuries. Thus in selecting appropriate PPE not only
its level of safety but also comfort should be taken into
account. PPE to be used should be in working order, without tears
or wear, and it must ensure complete protection. PPE may only be
used for the designed purpose in compliance with the instructions
for use provided by the manufacturer. Prior to the purchase of
PPE consumers should make certain that it has the necessary
labelling:

• name and address of the manufacturer;

• CE marking;

• information in the official language regarding its use
(storage, application, cleaning, maintenance etc.). In order to
maintain PPE as long as possible and prevent damage to the health
of a user, it is necessary to ensure that PPE is appropriately
taken care of. Only precise compliance with washing and storage
instructions provided by the manufacturer guarantees constant
protection.

In accordance with the Cabinet Regulation No. 74 of 11
February 2003, Requirements for Personal Protective Equipment,
Procedures for Conformity Assessment and Market Supervision
Thereof, reflectors are necessary not only for pedestrians but
also for bicycles, baby strollers and wheelchairs. The purchase
of clothing with reflective material is to be welcome, however,
in terms of safety nothing can replace the use of a reflector or
a reflective vest.

Cyclists are traffic participants who are allowed to
ride their bicycles on general purpose roads. Cyclists could feel
more safe if cycling traffic was separated from road transport
and cyclists could ride their bicycles on specially designed
cycle paths. As the State road network consists of roads for a
length of more than 20 000 km, it will be impossible to create a
network of cycle paths of such scope, therefore separated cycle
paths may only be created in individual cases near populated
areas with an intensive flow of cyclists in the specific route in
combination with an intensive flow of pedestrians. The
construction of pedestrian and cycle paths is planned and also
carried out each year according to possibilities.

Taking into account the public demand, local governments,
within the framework of territorial planning, have possibilities
to plan cycle routes, cycle paths and cycle lanes to be
constructed, as well as ensure their construction by attracting
financing from both local governments and different funds and
programmes. Several local governments have developed concepts for
development of cycling traffic, cycling organisation schemes, as
well as schematic maps and booklets of cycling path networking
which include information on the created cycle routes and
constructed cycle paths, as well as the most important safety
conditions when riding bicycles.

The major cycling traffic
safety problems in Latvia:

• Cyclists do not wear clothing with elements of light
reflective material during the dark hours of the day, and
lighting on motorways is insufficient in the dark hours of the
day, also flows of pedestrians and cyclists are not separated
from flows of motor vehicles in most cases;

• Educational institutions do not provide methodological
education for children about road traffic and traffic safety;

• Part of cyclists participate in the road traffic under the
influence of alcohol.

In order to improve security situation in cycling traffic,
efforts should be made regarding the following measures:

• Inform the public and social partners more actively about
wearing the clothing with elements of light reflective material
during the dark hours of the day, as well as wearing bright
clothing which contrasts with the surrounding during the light
hours of the day;

• Further develop a network of cycle paths and lanes;

• Activate control of road traffic participants, increase the
physical presence of the SP employees in the traffic monitoring
process, in particular in the outermost State regions;

• Continue moulding the public attitude towards safe
participation in road traffic (each year organise public
information and education campaigns on current topics).

1.3.4. Road
traffic violations

The SP drew up 279 078 administrative violation reports for
road traffic violations in 2014, 270 333 reports in 2015, and 273
929 reports in 2016. 100 541 administrative violation reports
were drawn up for exceeding the permitted driving speed in 2014,
93 126 reports in 2015, and 99 582 reports in 2016. 2839
administrative violation reports were drawn up for using
telephone while driving in 2014, 3838 reports in 2015, and 4120
reports in 2016.

Figure 6.
Statistics of road traffic violations recorded by the State
Police from 2014 to 2016

4190 administrative violation reports were drawn up for
driving under the influence of alcohol in 2014, 4152 reports in
2015, and 3839 reports in 2016. Overall, 27 064 administrative
violation reports were drawn up for the failure to use seat belts
in 2014, 26 623 reports in 2015, but 26 744 reports in 2016. In
2016, a total of 128 409 administrative violation reports,
including for foreign drivers, were drawn up for violation of the
permitted driving speed which was recorded by speed cameras
without stopping the vehicle (out of which in 97 155 cases the
speed was recorded by the RTSD speed cameras, and in 31 254 cases
by the SP speed cameras).

1.3.5. Education
of road traffic participants

Improvements of education process of young road traffic
participants should start with a family, as the family is the one
that raises a child and instils attitude towards traffic safety
and observance of road traffic regulations. It should be taken
into account that the existing level of knowledge of road traffic
regulations may not be completely attributed to practical
behaviour and conduct when participating in road traffic, as it
is very important to have the right attitude and create the right
behaviour in children. Therefore the basics of the safety should
be learnt by a child since early childhood. Solutions should be
sought for teaching children to behave and feel safe on the
road.

It has been observed that training in traffic safety is
currently different in various schools. In many cases it is only
limited to discussions on traffic safety at the beginning or end
of the school year. As a result a child receives general
information but has not been taught to understand and use it in
road traffic in practice.

It is also necessary to provide children with knowledge of
road traffic safety, as currently cyclist's licence may be
obtained from the age of 10 years. It should be taken into
account that such child with a bicycle will participate in the
common road traffic, therefore he or she must be appropriately
prepared well before that. A child must be fully prepared for
participation in the road traffic, as a cyclist is a vulnerable
road traffic participant.

Considerable efforts have been made to inform and educate the
public in traffic safety - since 2001 the RTSD, in collaboration
with the involved institutions, have regularly organised traffic
safety campaigns on current topics, such as driving under the
influence of alcohol (Save the friend!, Drive sober!
etc.), use of seat belts (Those who fasten survive),
exceeding of the permitted speed (Speed, mortally sly!),
safety of vulnerable traffic participants. In Latvia,
competitions for young traffic participants have been organised
already for 23 years (since 1994), these include a competition
for young cyclists, the competition for moped riders "I want to
be mobile", and the competition for future drivers "Best Annual
Future Driver".

It should also be noted that every year the RTSD develops a
training aid for traffic safety which is given as a present to
Latvian schools.

In 2015, campaigns for cyclist safety, use of seat belts and
driving under the influence of alcohol were organised. In autumn
2015, a campaign for pedestrians "Shine a light" was organised
during which 20 000 light reflective vests were distributed to
low-income Latvian residents.

The RTSD has developed an interactive training aid for future
cyclists. Pupils, their parents and teachers may use it during
the learning process, and it is also available online at
www.berniem.csdd.lv.

The National Centre for Education has developed and
offered to educational institutions in autumn 2015 a diagnostic
test on road traffic regulations for pupils of classes 4 and 8.
Its purpose was to test knowledge and skills of pupils and
ascertain their attitude towards the observance of road traffic
regulations and habits in daily situations on a road, street, and
in populated areas and outside them.

Organisation of the diagnostic test was supported by the RTSD,
and its development and organisation were financed from insurance
funds which, in accordance with the Compulsory Civil Liability
Insurance of Owners of Motor Vehicles Law, insurers transfer to
the account of the association "Motor Insurers' Bureau of Latvia"
for the implementation of measures to prevent road traffic
accidents.

Results from 19 793 pupil tests were gathered in total (10 766
in class 4, 9027 in class 8).

The diagnostic test for pupils of class 4 included
questions, such as Duties of pedestrians and passengers;
Additional requirements for cyclists and riders of mopeds;
Regulation of road traffic and Unregulated crossroads;
Road signs and their characteristics; Driving speed, distance
and interval; Age limits for vehicle drivers and road traffic
participants of separate categories, and General
questions.

The average percentage of the right answers in the diagnostic
test for class 4 accounted for 77.5 %. Pupils have considerable
knowledge, as according to the analysis of questions the number
of the right answers ranges from 90-100 % for a large majority of
pupils (35.1 %), while only 2.7 % of the pupils have demonstrated
poor results (below 33 % of the right answers).

The diagnostic test for pupils of class 8 included
questions, such as General questions; Duties of pedestrians
and passengers; General duties of vehicle drivers; Duties of
vehicle drivers in special cases; Steps to be taken by a vehicle
driver after a road traffic accident; Regulation of road traffic;
Starting driving and changing directions of driving; Driving
speed, distance and interval; Road traffic in residential areas;
Driving over railway level crossings; Use of emergency signs;
Additional requirements for cyclists and riders of mopeds;
Vehicle recognition signs; Driving training; Driving at
crossroads; Vehicles and their registration; Rights and duties of
road traffic participants.

Overall, the average score in the test was 59.25 % which was
obtained by the majority of the pupils. Moreover, the number of
pupils who demonstrate very poor results (9 %) is the same as the
number of those who show very high results (9 %). Pupils are
better at answering the questions regarding RTR but have less
awareness of important questions about the RTL.

Needless to say, the work of teachers in educational
institution is not enough to acquire knowledge of all questions,
this would also require safe and right behaviour in road traffic
demonstrated by parents and the entire society.

Common education and awareness-raising of road traffic
participants would require modern self-study educational
models for traffic safety:

• Implementation of educational projects for traffic safety by
the MoES, the RTSD, the SP and other responsible institutions
aimed at different age groups and road traffic participants
(pedestrians, passengers, cyclists, riders of mopeds and vehicle
drivers), organisation of public events in schools and Latvian
cities and towns to raise safety issues.

Educational awareness campaigns on the current road traffic
safety problems for all road traffic participants also play
an important role:

• On driving under the influence of alcohol;

• On the failure to observe safe speed;

• On the failure to use seat belts, safety helmets and child
car seats;

• On the safety of vulnerable traffic participants
(pedestrians, cyclists, riders of mopeds and motorcycles);

• On aggressive driving;

• On fatigue of drivers and microsleep behind the wheel;

• On the lack of mutual understanding and respect of traffic
participants etc.

1.3.6.
Mitigation and prevention of consequences of road traffic
accidents

It is important for the reduction of fatalities to identify
and focus on the injuries which cause disability or fatal
consequences.

Exceeding of the permitted driving speed and choice of
inappropriate speed which often lead to RTAs may also constitute
a cause of serious injuries after RTAs. Speed has a direct impact
on the severity of injuries sustained as a result of accidents,
but other factors are also important, such as rescue of road
casualties, reduction of rescue time. One of the major
improvements which could significantly reduce this time in the
future would be the introduction of eCall system, however, it
should be taken into account that this system will only be
available in new cars.

The most severe injuries are often sustained as a result of
accidents which affect vulnerable traffic users, therefore it is
important to reduce injuries to pedestrians and cyclists.

One of the causes of road traffic accidents which result in
severe injuries or fatal consequences is usually driving under
the influence of alcohol or narcotic substances, yet another
cause, which has so far been neglected, is driver fatigue (also
control of leisure/work time of professional drivers).

A critical element which would help to reduce the number of
severe injuries is the use of seat belts by all vehicle
passengers (not only the driver). It is equally important that
all riders of motorcycles and mopeds and their passengers use
safety helmets, that all children are restrained in child car
seats when driving, it is necessary to improve the knowledge and
skills of society in providing first aid in road accidents, as
well as to reduce the arrival time of rescuers at the place of
road traffic accident. In addition, it is necessary to conduct
rescue operations more efficiently and ensure efficient, timely
and high-quality emergency medical assistance to casualties in
road traffic accidents, their hospital treatment and
rehabilitation.

1.3.7.
Preventive measures for prevention of road traffic accidents

Control of the permitted driving
speed - fixed speed cameras

In order to reduce the failure to observe the permitted
driving speed in road traffic, it should be continued to improve
the control of road traffic participants, and it is also
important to ensure information exchange among EU Member States
regarding the persons who commit violations.

During the period when the use of fixed speed cameras was
suspended in Latvia, road traffic safety did not improve, on the
contrary, it deteriorated. In particular, in 2012 when speed
cameras were in use the number of accidents involving casualties
decreased by 3.6 % from April to September (comparing to the same
period of time in 2011 when fixed speed cameras were not actually
used). However, already in 2013 the number of accidents involving
casualties increased by 5.3 %. Similar trends may also be
observed in the number of fatalities. In particular, during the
period when fixed speed cameras were used in summer months the
number of fatalities decreased by 3.5 %, but when speed cameras
were no longer used in 2013 it increased by 14.6 %.

The plan is implemented until 2018 to create a network of
fixed speed measuring devices which contains 100 speed cameras in
the entire Latvia in order to promote the improvement of traffic
safety. The Cabinet Order No. 678 of 14 November 2016, On the
Conceptual Report "On Operational Performance of the Fixed Speed
Cameras Installed by the State Stock Company Road Traffic Safety
Directorate, Proposals for Further Use of Technical Means (Photo
or Video Equipment), and Financing of the Purchase, Installation
and Ensuring of Performance of Speed Cameras" envisages to
support the option of further introducing speed cameras contained
in the conceptual report which provides for the introduction of
100 speed cameras in 4 stages within the following periods: stage
1 - 16 (implemented in 2015), stage 2 - 24 (implemented in 2016),
stage 3 - 20 (in 2017), stage 4 - 40 (in 2018) by envisaging to
cover expenditure only from part of the dividends to be disbursed
by the RTSD to the State.

40 fixed speed cameras have been used for speed control in
road traffic starting from 6 December 2016, and preparatory works
are also carried out in locations where 20 more speed cameras
will be potentially installed. Locations of fixed speed cameras
have been selected as a result of cooperation between the MoT,
the RTSD, the SP, the LSR, the LALRG and the TDoRCC.

The updated version of the map of fixed speed cameras is
available on the RTSD's website at www.csdd.lv. Until November
2016, most of speed cameras have been installed in Riga Region,
as Riga Region has the largest traffic volume and thus also more
dangerous places. Speed cameras are located according to the
specific methodology based on the number of road traffic
accidents and the number of road casualties. Warning traffic
signs are installed before each speed camera.

In developing a plan for the locations of speed cameras both
the experience of other countries and the previous road traffic
data and factors in Latvia were analysed and taken into account.
Such factors included analysis of road traffic accidents (numbers
of accidents, casualties and fatalities in a specific location),
functional significance of a road section in traffic, threat to
other traffic participants caused as a result of potential
exceeding of the permitted speed, traffic volume and typical
driving trends. It should be noted that installation of fixed
speed cameras has been postponed in several necessary road
sections until the next period, as road repairs or
reconstructions works are planned in these places in the near
future.

Foreign experience, however, shows that performance and
placement of speed cameras should be balanced - fixed and mobile
speed cameras should be used by turns, and the police should also
patrol roads. It is important to ensure transparent introduction
of speed cameras and careful consideration of their performance
and locations. Speed cameras should serve as a tool which is
understandable to the public and used in order to improve road
traffic safety and ensure observance of the permitted driving
speed.

Impact of the failure to use seat
belts installed in vehicles on consequences of RTAs

Seat belts installed in vehicles are the simplest and cheapest
technique to prevent or reduce injuries sustained from RTAs. It
is important that currently almost all passenger cars are fitted
with seat belts, it has also been mandatory to use seat belts for
some time in all EU Member States. It should be noted that the EU
legislation requires that both drivers and passengers fasten
their seat belts if the seat is fitted with it. It is equally
important not only to grasp and fasten the seat belt but also to
do it correctly, as it is the only way to avoid life-threatening
injuries in case of a RTA.

However, it should be taken into account that the failure to
use seat belts is the second most common cause of fatal RTAs in
the EU Member States (the second is the exceeding of the
permitted driving speed, while the third is drunk driving). It is
also significant that airbags installed in a vehicle may only
fulfil their function (to reduce injuries from RTAs) together
with seat belts, therefore it is crucial to always fasten seat
belts, especially if a car is fitted with airbags.

After conducting a survey and carrying out a
study11 in 2015 on the use of seat belts in Latvia, it
was concluded that when sitting in the front seats of a car the
majority or 81 % of drivers and passengers use seat belts, while
when sitting at the back of a car only approximately one third
(around 30 %) of passengers fasten their seat belts. It should be
indicated that seat belts in the back seats are used far less
often in Latvia (approximately 2.5 times) than in the rest of the
EU. Although according to statistics, the overall situation of
the use of seat belts in vehicles has improved over the last
years in Latvia, this survey shows that 17 % of drivers still
believe that it is not necessary to use seat belts at all.

The study has also concluded that the use of seat belts
differs among various Latvian regions and cities, as
approximately 58 % of traffic participants in Riga use seat belts
in the back seats, while outside Riga the situation is different,
for example, in Rēzekne only 14 % of the passengers sitting at
the back fasten their seat belts, moreover, only half of all
children are restrained in child car seats according to the RTR
requirements.

Taking into account the statistics of child casualties and
fatalities in RTAs (12 children died in 2015, and 7 children died
in 2014), it should be remembered that child safety, provided he
or she is a passenger, depends on additional factors which affect
consequences of RTAs. In accordance with the RTR, children the
height of which does not exceed 150 cm shall be located in a
child seat or pad, which is installed in conformity with the
instructions of its manufacturer, and shall be fastened with a
seat belt.

It should be kept in mind that it is mandatory for taller
children to use adult seat belts. It is also important for the
safety of children that a child car seat is not located in the
front seats where a child sits facing the driving direction,
except for the case when airbag has been deactivated.

Driving a vehicle under the
influence of alcohol or narcotic or other intoxicating
substances

Although harsh penalties are imposed in Latvia for such road
traffic violation, there are still vehicle drivers who
participate in the road traffic under the influence of alcohol or
narcotic substances. This fact is confirmed by the SP statistics
of checks on road traffic detecting a number of vehicle drivers
every day who drive while being under the influence of alcohol.
RTAs involving casualties also occur under the influence of
alcohol or narcotic substances, and the drivers responsible for
such RTAs are punished in accordance with the Criminal Law.

Figure 7.
Statistics of the percentage of the RTAs caused under the
influence of alcohol in the total number of RTAs for the period
from 2001 to 2015

Over the last three years 12 000 administrative violation
reports were drawn up on Latvian roads for vehicle drivers who
have sat behind the wheel under the influence of alcohol,
narcotic or other intoxicating substances. Moreover, 10 % of the
RTAs with fatal consequences in 2015 were caused by driving under
the influence of alcohol or other intoxicating substances. 18
people lost their lives in these accidents. Also the number of
casualties in RTAs caused by driving under the influence of
alcohol was 280 in 2015 which in total accounts for 6 % of all
RTA casualties. Overall, the number of fatalities in RTAs caused
by driving under the influence of alcohol has decreased, yet it
still significantly affects the total statistics of fatalities
and casualties.

Driving under the influence of alcohol or narcotic substances
increases the risk of RTA, as a driver is not ready to react
quickly enough in a critical situation in order to take the right
decision and perform a safe manoeuvre which could prevent a RTA.
It should also be taken into account that driving under the
influence of alcohol or narcotic substances increases the
severity of consequences of RTAs. Such fact is also confirmed by
statistics, as consequences of a RTA where one of the drivers or
both drivers have been under the influence of alcohol or narcotic
substances are often very serious and involve fatalities. In most
cases this is caused by the fact that driving under the influence
of alcohol (also narcotic substances) usually involves exceeding
of the permitted speed and the failure to comply with other
requirements of the RTR, and traffic safety is ignored.

RTAs involving casualties

Fatalities

Figure 8.
Statistics of the numbers of fatalities and casualties in RTAs
caused under the influence of alcohol for the period from 2001 to
2015

In order to mitigate and prevent driving under the influence
of alcohol or narcotic substances, it is necessary to change the
public attitude towards the impact of alcohol and narcotic
substances on road traffic safety. One of the ways to change the
public attitude is to implement various campaigns, however, the
importance of penalties should also be emphasised

Driver fatigue

A study12 was published in 2014 on the frequency of
drowsiness among Latvian vehicle drivers which was conducted in
several stages during the period of time from 2010 to September
2013 in several places in Latvia. Passing vehicle drivers were
invited to participate in the study. Involvement of the persons
to be examined took place on a voluntary basis. All data on
respondents were recorded anonymously.

The major conclusions of the study:

• A high risk of falling asleep (11.7 %) is quite
common among Latvian vehicle drivers. Such results indicate
that increased drowsiness of vehicle drivers is a serious problem
which poses threat to road traffic safety in Latvia.

• A high risk of falling asleep has been established in the
age group from 18 to 40 years more often than among other vehicle
drivers.

• A high risk of falling asleep has been established among
lorry drivers (20.5 %) more often than among drivers of
passenger cars (11.2 %).

• The study has established significant differences in the
frequency of high risk of falling asleep at different times of
the day. During hours between 15:00 and 18:00 a high risk of
falling asleep is 1.7 times more common among vehicle drivers
than during hours between 9:00 and 15:00.

• Drowsiness as a common phenomenon among drivers is also
confirmed by survey results. 63.5 % of drivers have experienced a
significantly increased risk of falling asleep behind the wheel
at least once over the last year, 22.5 % of drivers have
experienced an increased risk of falling asleep at least once a
month, while 6.9 % of drivers have experienced an increased risk
of falling asleep once a week. Such cases were more common among
men than women.

• 34.6 % of drivers have experienced a microsleep behind the
wheel over the last year. Men (especially aged from 18 to 40
years) have experienced a microsleep behind the wheel
significantly more often than women (especially aged from 18 to
40 years). Differences between younger and older drivers are not
considerable.

• The study has not established a very close relationship
between self-assessment of drowsiness of drivers and results of
objective measurement of drowsiness which means that drivers are
not able to assess their drowsiness themselves sufficiently
precisely, and at least part of the drivers are not able to
distinguish between drowsiness and fatigue.

• The most important factor established in the study which
significantly reduces the frequency of the high risk of falling
asleep is leave (for the employed) or study holidays (for
students). The frequency of the risk of falling asleep reduces
significantly during leave/study holidays (more than 7
times).

• Drivers who had not had enough sleep in the last night/week
before the study were more common to experience
drowsiness/microsleep behind the wheel over the previous year.
This confirms the assumption that insufficient sleep is often not
occasional but rather the lifestyle of a specific person - those
who do not get enough sleep chronically fail to draw any
conclusions (or are not able to change their lifestyle, habits,
work or study schedule) and continue living without getting
enough sleep.

• This study has not confirmed any positive impact of drinks
containing caffeine on the reduction of the risk of falling
asleep.

• Respondents have indicated excessive study load, stress,
inability to remove themselves from work-related or personal
problems, and excessive workload as the most common causes of
insufficiently long and quality sleep.

• Shift work at different times significantly increases
drowsiness in comparison to standard working hours. Respondents
who work in shifts at different hours have experienced drowsiness
behind the wheel more often than others over the last year.

• Workload presents a high risk of falling asleep
(objectively) more often than study load.

• A microsleep behind the wheel has been more common over the
last year among employed drivers than non-working drivers.

The following example of a RTA investigation
scenario13 may also provide evidence of drowsiness
behind the wheel and its importance in the assessment of the
risks of road traffic safety: A RTA scenario - a
professional lorry driver falls asleep behind the wheel and
drives off the road with a speed of 70 km/h, further the lorry
hits a road lighting column. The lorry driver dies as a result of
the accident. In order to analyse this RTA attention should be
paid to the following questions:

• Why did the lorry driver drive off the road? Because he fell
asleep behind the wheel (the majority of the RTA investigations
end with the establishment of this fact by indicating falling
asleep behind the wheel as the cause of the accident).

• Why did the lorry driver fall asleep behind the wheel?
Because he had agreed to work additional shift, even though he
was clearly tired (he needed to earn more money).

• How could the lorry driver work additional shift? Because
his workplace had not introduced the right system which controls
employees, so they could be not overloaded.

• Why had his workplace failed to introduce an employee
control system? Because it is not made compulsory in laws and
regulations, and management of the company has no incentive to
introduce it.

• Why was the road lighting column in the direct vicinity of
the road? Because laws and regulations allow for such a
solution.

• Why do laws and regulations allow for such a solution?
Because the institutions responsible for road infrastructure lack
a systematic approach to road design - on the basis of RTA
investigation.

Why do the institutions responsible for road infrastructure
lack a systematic approach to road design? Because higher public
institutions are not willing to increase road design and
construction costs in order to make them safer.

At the same time answer to the question "why did the lorry
driver fall asleep behind the wheel?" might also be as follows:
the lorry was not fitted with an alarm system which would alert
the driver when he or she is tired and starts falling asleep
behind the wheel. Further investigation would conclude that the
manufacturer of the lorry did not have any reason to install an
alarm system, as its seller (local dealer) had not sufficiently
informed of such additional equipment, and also because the buyer
of the lorry had not found economic justification for the
purchase of such system together with the lorry. In addition, it
would be concluded that the responsible public institutions did
not find a need to make such systems compulsory for new lorries,
as car manufacturers only install them as additional equipment at
a certain price.

Diversion of vehicle drivers' attention from the
road and use of mobile devices behind the wheel

Diversion of drivers' attention from the road is an increasing
phenomenon over the last years, and it becomes one of the major
factors of RTAs. Increasingly more different comfort and
entertainment systems are installed in vehicles which may divert
driver's attention from road. Drivers who use different mobile
devices behind the wheel, such as mobile phones, navigation
equipment and tablets, also face a high risk of RTAs. It is
important to note that popularity of such devices will keep
increasing in the near future, consequently the risk that such
drivers become involved in RTAs will increase as well.

Taking into account that causes of the diversion of driver's
attention may be very different, the following four major causes
have been identified:

- visual diversion of attention (for example, when driver
looks away from the road, looks at the view, passengers
etc.),

- biomechanical diversion of attention (for example, when
driver changes radio station etc.),

- cognitive14 diversion of attention (for example,
daydreaming etc.).

Measures to address this issue are usually divided into the
following five categories: ensuring of appropriate requirements
in laws and regulations, and monitoring of their fulfilment,
supplementing of driver training, implementation of different
advertising campaigns, introduction of different measures and
activities related to road infrastructure technologies which
would help to reduce the diversion of attention (for example,
rumble strips). It should be taken into account that
implementation of such measures involve drivers, transport
companies, road operators and managers, and manufacturers of
vehicles.

The diversion of attention from the road is most common among
drivers, however, pedestrians, cyclists and motorcyclists also
face a high risk of RTA as a result of the diversion of attention
from the road, as mobile devices become more widely used and also
increasingly popular.

Impact of the mistakes made by
traffic participants on the road traffic safety

People make mistakes, and it is only natural, and such
mistakes are also made when participating in road traffic as a
driver, a cyclist or a pedestrian. In order to identify the
potential risks and increase the road traffic safety, it is
important to be aware of what kind of mistakes people make. In
most cases mistakes15 made in road traffic may be
categorised as follows:

• Misunderstanding. In this case action results from an
unplanned activity - traffic signs, traffic configuration or
action of another road traffic participant is misunderstood.

• Negligence. Negligence results from the fact that at
a specific moment a person has failed to pay enough attention to
the road, has been thinking about something else, or has
forgotten how to act in a specific situation (has forgotten what
a certain traffic sign means, what the permitted driving speed is
in a specific road section etc.).

• Error. A person acts incorrectly, because he or she
has taken an erroneous decision, or a person believes that he or
she is acting right, although it is wrong.

The global practice has shown that the importance of different
databases related to road traffic and road traffic safety and
their mutual integrity have significantly increased over the last
years. In order to ensure that the obtained statistical data on
road traffic and road traffic safety are useful, it would be
important to integrate the following statistical
data15 into a unified system:

• the basic information (the population, socio-economic
indicators, geographical indicators of a country etc.);

Similar databases usually consist of large volume of
information, yet this information is often insufficiently
structured and analysed. Analysis should be carried out by
linking different factors from each individual database. It is
important because this allows to further identify potential
risks, model and then also prevent or mitigate them.

1.3.8. Existing
road infrastructure

State motorway infrastructure

Although it is impossible to rebuild all roads, pavements,
carriageways or cycle paths, as in such case costs would exceed
any economic benefits, the road traffic safety may be improved by
improving road traffic safety within the existing road network.
In this case it is possible, for example, to install speed bumps
on roads, plan merging of traffic, create roundabouts, as well as
otherwise limit the possibility to exceed the permitted speed
which constitutes the major risk factor. Table No. 2 shows how
different features of road infrastructure impact speed.

Table 2. Features of road infrastructure and their impact
on speed16

Feature of
road infrastructure

Accelerating
effect
(wish to exceed speed)

Decelerating
effect
(wish to reduce speed)

Straight road section

Long straight road section

Short straight road section

Speed limiters

Not installed

Installed

Road surroundings

Wide and well visible road
surroundings

Narrow and not well visible road
surroundings

Width of road

Wide road

Narrow road

Surface of road

Flat surface of road

Uneven surface of road

It should be indicated that State motorways undergo gradual
reconstruction in all routes forming major connections, however,
roads still have features which reduce traffic safety.

The most important problems
which reduce road traffic safety on Latvian motorways are as
follows:

1) Dangerous transverse profile of
road which is not suitable to traffic volume

The transverse profile with extended paved shoulders is still
present in the road sections with the highest traffic volume that
creates precedents of dangerous overtaking which have been
reported multiple times when conducting audits of the existing
roads in road sections, such as A1 section from Baltezers to
Skulte, several A7 sections Ķekava-Bauska. It is possible to
create overtaking prohibitions with a marked rumble strip applied
to the road surface in the dangerous road sections, however, this
option is not used. It is also possible to transform roads
without a median strip with a partly paved shoulder (NP14) into
2+1 roads, thus creating safe overtaking areas. In such case it
would also be necessary to address the issue of parallel
collector roads for farm and company transport where agricultural
machinery may be transported over as well.

2) Infrastructure for pedestrians
and cyclists

It is necessary to create infrastructures for pedestrians and
cyclists (by mainly separating both categories of road
users):

- in all populated areas at least in sections where they are
crossed by State motorways;

- on internal roads of major importance in a populated
area;

- on State and local government roads in sections between
cities, towns and villages in direct vicinity of them;

- in international and national cycle routes between populated
areas.

Lack of pedestrian and cycling infrastructure between closely
located populated areas, in particular between the large
populated areas, means that pedestrian and cycle paths are
necessary, so that cyclists would not have to ride in the common
high intensity traffic flow with other vehicles. For example, in
sections Rīga-Ķekava, Liepāja-Grobiņa, Rīga-Garciems,
Ogre-Ikšķile etc. Distance of up to 10 km is such that people are
willing to cover by bicycle when going to work, unless the local
terrain is uneven.

3) Roundabouts

It is necessary to use roundabouts in populated areas and
outside them even more extensively by respecting tasks of each
specific place in the traffic at crossroads (the maximum
capacity, speed reduction, reduction of the number of accidents
resulting in serious consequences etc.).

4) Optical steering and
self-explainability

Any road as a complex engineering structure should be
approximate to the concept of a self-explanatory, forgiving road.
Insufficient visual perception of road during the dark hours of
the day (significantly worse than for the motorways of closest
European countries). One of the most crucial factors of the
safety of road is its visibility during the dark hours of the
day. Road and its continuation should be easily perceived
visually in the dark, so that it would not be necessary to carry
out fast manoeuvres only because it is impossible to see the
continuation of the road in the dark. Major problems:

- Lack of road markings - it should be particularly emphasised
that side lines of the road that wear off during operation and
become hardly visible are restored insufficiently.

- Insufficient width and reflectivity of road markings. Many
major State motorways still have long markings which are 100 m in
width.

- Insufficient density of delineator posts. On most of the
major motorways of the closest States delineator posts are
located every 50 m.

- Destruction of reflectors of delineator posts as a result of
negligent maintenance of a road. A pole of blade of a lawn mower
scrapes the surface of posts and destroys reflectors. As a result
the road track is insufficiently visible in the dark.

- Guardrails are not always equipped with reflectors.

- Traffic signs are often (established during inspections) so
old and cracked that individual segments of signs fail to reflect
light and prevent from seeing the image of the sign in the
dark.

5) Structure of the cross-section of
road

Slope of road embankment, if being too steep (according to the
Lund University, Sweden - steeper than 1:4, the LSR - 1:3), may
lead to rollover of a car if it loses the controlled motion path
and drives down the slope of the embankment. Major problems:

- Even in new projects roads are built with slopes of
embankment 1:1.5 which is critically dangerous and causes
rollover of a car by driving off the road. Rollover of a car
increases severity of RTA consequences.

- Despite the requirements of the standard LVS 190-2, the
steep slopes are not protected by using guardrails.

Any removal of unnecessary and dangerous objects from road
areas near the road, selection of a solution of external slopes
of embankments that does not lead to rollover of the vehicles
which have driven off the road, prevention of the creation of
embankments with a slope of less than 1:3 in new and
reconstruction projects.

6) Direct connections of adjacent
areas to motorways

Hierarchical subordination of connections does not allow to
connect houses and other local roads to the major State motorways
which carry out the function of the major connection (category
AI). Despite this fact the density of local road and house
connections is very high which poses significant threats to
traffic, when drivers stop on the road outside populated areas in
order to carry out a manoeuvre (especially make the left turn).
It is necessary to address the issue of creation of parallel
roads on a national scale - initially at least in the road
sections where traffic volume exceeds a specific level (10 000
A/24 h).

7) Gravel roads

Transformation of gravel roads into hard surface roads which
includes a set of plan and profile adjustments in line with the
transport dynamics and safety.

8) Parking places

Areas appropriate for recreation have not been created near
the roads. The existing areas which were created several decades
ago are physically delimited by barriers, they are not being
reconstructed, and it is prohibited to enter them. Provision of
parking places on the national roads and roads of the
trans-European transport network which would allow lorry drivers
to observe the requirements for the division of working time and
rest periods.

1.3.9. Impact of
technical condition of the vehicle on the road traffic safety

Passive and active safety

The impact of passive and active safety solutions of new
vehicles on the traffic safety is directly related to the age
of the Latvian fleet and its ability to get renewed with
younger cars which have a significantly higher level of passive
and active safety. When studying deformation resulting from a
road traffic accident between two vehicles out of which one has
been manufactured approximately 20 years ago, while the other
only a couple of years ago, the deformation of the newer vehicle
is significantly smaller after collision - a life space of the
driver and passengers has been preserved, while construction of
older cars often fails to save the driver and passengers from
severe injuries.

It should also be noted that different tools and solutions of
active safety in new vehicles help to prevent collisions by
focusing on mistakes of a driver and correcting them.

Automated and connected vehicle technologies might
become one of the most important future technologies in the near
future. It should be taken into account that the majority of road
traffic accidents are caused as a result of incorrect action or
erroneous decision of a driver. An automated vehicle reduces the
impact of a mistake or an erroneous decision of a driver on the
road traffic safety. It should be noted that the key benefit from
automated and connected vehicles is their potential contribution
to the improvement of road traffic safety; the use of such
vehicles may reduce the number of road traffic accidents and save
people's lives. Technologies used in these vehicles might make
road transport safe and reliable. Development of sustainable EU
transport system is very important, in particular to improve road
traffic safety, however, as to the automated and connected road
transport attention should be paid to the protection of data,
confidentiality of data of users, and also compatibility with
other traffic participants is especially crucial. In the case of
an accident greater attention should be paid to other road
traffic participants in order to improve the road traffic safety
in general.

Introduction of automated vehicles is based on the Intelligent
Transport System (ITS). The deployment of the ITS is regulated at
EU level by the Directive 2010/40/EU of the European Parliament
and of the Council of 7 July 2010 on the framework for the
deployment of Intelligent Transport Systems in the field of road
transport and for interfaces with other modes of transport
(hereinafter - the Directive 2010/40/EU) which establishes a
framework in support of the coordinated and coherent deployment
and use of the Intelligent Transport Systems (ITS) within the EU,
in particular across the borders between the Member States, and
sets out the general conditions necessary for that purpose. At
the same time the implementation of the Directive 2010/40/EU is
voluntary, but its implementation has not been fully executed in
Latvia.

Technical condition of vehicles

The technical condition of vehicles is controlled during
technical inspection of vehicles. Technical inspection of
vehicles is carried out in Latvia for all passenger cars, buses,
lorries and their trailers which participate in road traffic and
are registered in Latvia, as well as motorcycles. Technical
inspection is not carried out for mopeds, snow motorcycles and
small craft.

It should be noted that vehicles in Latvia are subject not
only to high variations of temperature but also very aggressive
environment, as carriageways are treated with anti-skid materials
which affect technical condition of vehicles.

It is indicated in the impact assessment prepared by the
European Commission with regard to the development and adoption
of the Directive 2014/45/EU of the European Parliament and of the
Council of 3 April 2014 on periodic roadworthiness tests for
motor vehicles and their trailers that insufficient technical
condition of vehicles has been the cause of 3 to 19 % of road
traffic accidents

Table 3. Statistical data on
technical checks carried out on roads for the period from 2015 to
2016

2015

Lorries, trailers
(semi-trailers), buses

The total number of
checked lorries

The
number of checked foreign lorries

The
number of foreign lorries, %

The
number of checked lorries with evaluation 2 (serious
deficiency or damage)

The number of lorries
with evaluation 2, %

The
number of checked lorries with evaluation 3 (dangerous
deficiency or damage)

The
number of lorries with evaluation 3, %

The total number of
checked vehicles with serious or dangerous deficiencies,
%

4488

1652

37 %

382

9 %

30

1 %

10 %

Passenger cars

The total
number of checked passenger cars

The
number of checked vehicles with tyre failure

The
number of vehicles with tyre failure, %

The
number of checked vehicles with defects of lights

The
number of vehicles with defects of lights, %

The total
number of checked vehicles with tyre failure or defects of
lights, %

4659

118

3 %

385

8 %

11 %

2016 (until 1
November)

Lorries, trailers
(semi-trailers), buses

The total number of
checked lorries

The
number of checked foreign lorries

The
number of foreign lorries, %

The
number of checked lorries with evaluation 2 (serious
deficiency or damage)

The
number of lorries with evaluation 2, %

The
number of checked lorries with evaluation 3 (dangerous
deficiency or damage)

The
number of lorries with evaluation 3, %

The total number of
checked vehicles with serious or dangerous deficiencies,
%

4555

1592

35 %

451

10 %

32

1 %

11 %

Passenger cars

The total
number of checked passenger cars

The
number of checked vehicles with tyre failure

The
number of vehicles with tyre failure, %

The
number of checked vehicles with defects of lights

The
number of vehicles with defects of lights, %

The total
number of checked vehicles with tyre failure or defects of
lights, %

4600

188

4 %

432

9 %

13 %

The purpose of the technical inspection of vehicles is to
ensure that vehicles are safe for participation in road traffic
and do not cause damage to environment during their operation. If
failures (defects) are not detected timely in the technical
inspection of vehicles, it might intensify such failures and
cause cascade of other failures additionally, i.e. one existing
failure results in failures of other individual units of
equipment, thus creating negative impact on the road traffic
safety. It is important in the context of road traffic safety and
its impact on the society that vehicles which are used in road
traffic are in proper technical condition. For this purpose, it
is necessary not only to draw on the minimum requirements
established in EU law which allow Member States some discretion
but also to take into account the local characteristics in order
to adequately develop national laws and regulations by using the
offered possibilities and thus achieving the maximum effect of
traffic safety.

Some of the most important factors which directly affect a
relationship between technical condition of vehicles and road
traffic safety:

- During the initial inspection in 2015 serious deficiencies
or damages were established in technical condition and equipment
of 41 % of vehicles. Out of this number 17.5 % of vehicles had
serious deficiencies or damages in suspension, 7.4 % - in the
regulation of dipped-beam, 6.4 % - corrosion damage, 4.6 % -
uneven operation of braking equipment;

- during the technical inspection of vehicles dangerous
deficiencies or damages are established in approximately 13
vehicles on a daily basis, out of which braking equipment is
unacceptably damaged in 8 vehicles, thus posing direct and clear
threats to traffic safety and people's lives;

- Statistics of the technical condition of vehicles and their
equipment inspected within the framework of the campaign "Night
of technical inspection", which was organised by the RTSD, are
significantly more negative, i.e. serious or dangerous
deficiencies or damages were established in 80 % of vehicles.
Such free campaign of diagnostics which did not have any legally
binding consequences indicates the actual technical condition of
vehicles in daily road traffic;

- during a three-year period which involved inspections of
technical condition of passenger cars on roads and checks of
technical condition of lights and tyres of passenger cars,
deficiencies were established in 10 % of vehicles which did not
allow them to participate in road traffic;

In 2015, a possibility was introduced to cancel a permit
for a vehicle, which has been involved in a RTA, to participate
in road traffic in accordance with the amendments to the
Cabinet Regulation No. 583 of 13 October 2015, Procedures by
which the State Police Cancels a Permit for a Vehicle Involved in
a Road Traffic Accident to Participate in Road Traffic. In 2015,
a total of 169 permits was cancelled, while in 2016 this number
was 932.

1.4. Conclusions on the Level of
Road Traffic Safety

National policy planning documents and studies of different
countries refer to various models which could be employed to
improve the road traffic safety. One of such is the Safe
System17 approach which is mentioned in the study Zero
Road Deaths and Serious Injuries: Leading a Paradigm Shift to a
Safe System.17

The Safe System17 approach is based on a holistic
(comprehensive) and proactive behaviour pattern. The essence of
the system is that each element of the system plays a very
important role in the overall assessment, yet in the case of the
failure of one element the system is not significantly damaged
and continues working. According to this approach the main
emphasis is put on complete prevention of fatal RTAs and
accidents resulting in severe injuries. The Safe System includes
control, education and informing of road traffic participants,
safe road infrastructure, traffic flow and speed control, safe
vehicles and appropriate response to RTAs.

The Safe System is based on the four following principles:

1. People make mistakes which lead to RTAs.

2. The human body has a limited physical ability to tolerate
the overload which occurs at the moment of RTA.

3. A shared responsibility should be ensured among the
institutions involved in the ensuring of road traffic safety -
the institution responsible for safe road infrastructure, the
institution responsible for technical condition of vehicles, the
institution responsible for rescue operations after RTAs etc.

4. All parts of the system should be strengthened in a unified
and coordinated manner, at the same time it should be ensured
that the failure of one part does not cause significant risks to
other parts.

In 2008, the International Transport Forum (ITF) published the
report Towards Zero: Ambitious Road Safety Targets and the Safe
System Approach (ITF/OECD, 2008). This report emphasised a
significant need to change the existing national policy in road
traffic safety. According to the new approach, any serious injury
resulting from a RTA and any fatal RTAs are unacceptable,
therefore it is necessary to progress towards future vision by
completely preventing RTAs involving casualties and
fatalities.

This approach requires that solutions involved in road
traffic, as well as road infrastructure are completely safe -
forgiving. This means that in this case human errors are and will
remain acceptable, however, fatalities and casualties in RTAs are
not acceptable. In order to create such a system, the approach
must be complete and comprehensive, also responsibility must be
shared among the involved institutions, as each of them fully
assumes responsibility for its area. The aim of a safe road
traffic system is to ensure that human errors, negligence or
deliberate action do not lead to fatal or injurious consequences
in road traffic.

Table 4. The Safe System approach and traditional
approach18

Directions

Traditional
approach

The Safe System
approach

What is the problem?

All RTAs must be prevented.

RTAs leading to fatal consequences or
severe injuries must be prevented.

People make mistakes and sustain
injuries from RTAs. System should be error-proof.

Who is responsible for RTA?

Individual road traffic
participant.

All institutions involved in the
ensuring of road traffic safety share responsibility.

How does the system work?

System consists of individual
measures.

Each element fits in with the single
system to achieve greater common effect. At the same time it
is ensured in the system that if one element fails, the rest
of elements keep ensuring operation of the system.

It is important to note that operation of the road traffic
safety system should ensure that in the case of a human error
possibility to sustain injuries in a RTA or die is reduced and
prevented to the minimum. It is also crucial to take account of
the principles established in links of the integrated safety
chain (see Figure 9) - specific measures and also responsible
institutions may be determined in each of them.

Figure 9.
Integrated safety chain18

The Safe System road traffic safety model includes several
elements which are closely interlinked. It should be indicated
that speed and its impact are the most important risk which
should be taken into account with regard to other elements (see
Figure 10). A safe vehicle is considered a vehicle which has
received at least a five-star rating in Euro NCAP19
crash tests, and is also fitted with electronic stability
control, as well as other latest passive and active safety
solutions in car industry.

A safe road is considered a road which corresponds to a
four-star rating according to the Euro RAP20 rating
criteria, while a safe road traffic participant uses a seat belt,
observes the permitted driving speed, does not use any
intoxicating substances before and during driving, is sensible
and knows the RTR requirements.

Figure 10. Safe model of road
traffic system21

In order to achieve a considerable improvement in road traffic
safety it should be understood that it is important to create
safe rather than safer roads and to ensure strong and sustainable
management of road traffic safety. According to global practice,
it is crucial to create a shared responsibility for road traffic
safety by determining institutions responsible for specific lines
of action. Taking into account increasing popularity of bicycles,
as well as urban development, it is important to create traffic
which is completely safe for vulnerable road traffic participants
in cities. It should not be forgotten that it is essential to
ensure complete data collection, analysis and studies on road
traffic, as well as to follow the latest trends in data
collection and analysis.21

According to several studies and global practice, the most
important and major factors affecting road traffic safety are as
follows: the human
factor (traffic participant), technical condition of vehicle and
its equipment, and environment (road infrastructure). The
human factor, however, plays the most important role, while the
impact of others is smaller.

It should be remembered that all three factors are closely
interlinked, thus they should all be understood and taken into
account in order to achieve the set objectives regarding
improvement of the level of road traffic safety. However, one
more factor should not be forgotten, as the action of rescue
services after RTAs is also important - efficient operation of
rescue services must be ensured.

In light of the statistics of RTAs, assessment contained in
the Plan, as well as analysis of other factors related to road
traffic safety, the followingmajor problems of road traffic
safety in Latvia have been
identified22:

• An in-depth research has not been carried out on the causes
of severe RTAs during summer on dry and clean road surface -
research of the causes of accidents.

• Failure to observe safety requirements for drivers and
passengers - failure to use seat belts (especially in the back
seats).

• A high percentage of pedestrians of the total number of
fatalities and casualties in RTAs - lack of pavements, failure to
use reflective elements, crossing of a carriageway at
unauthorised places, insufficient visibility, insufficient
lighting at stops, on pedestrian crossings, pedestrian crossings
not corresponding to traffic safety requirements etc.

• A high percentage of cyclists of the total number of
fatalities and casualties in RTAs - lack of cycle paths,
visibility of bicycles and cyclists (failure to use reflective
elements, lighting equipment, reflective vests), lack of RTR
knowledge of cyclists, lack of mutual tolerance (between a driver
and a cyclist).

• Common methodology has not been developed for identification
of dangerous sections and places ("black spots") in populated
areas.

• Exceeding of the permitted driving speed - insufficient
number of fixed speed cameras, non-existence of average speed
cameras, insufficient number of mobile speed cameras of the
SP.

• Level of knowledge and attitude towards the RTR among
children and youth - lack of unified curricula, attitude of
parents towards RTR, as parents ignore them.

• Driver fatigue and diversion of attention from the road
(smart devices etc.) - insufficient control of the observance of
requirements, insufficient amount of fines.

• The average age of cars (13 years in Latvia) which is twice
as high as the European average - 6 to 8 years in Europe (at the
moment of manufacturing safety equipment, ecology of car etc. are
not so efficient as that in newer cars).

• The poor technical condition of fleet - 45 % of cars fail to
undergo technical inspection successfully at the first
attempt.

1.5. Direct Action Results and Their
Assessment

The direct action results to be achieved in 2020 have been
identified in the Road Traffic Safety Plan for 2014-2016 in line
with the target set by the European Commission, i.e. to reduce
the numbers of fatalities and seriously injured persons in RTAs
twice by 2020. In accordance with the Transport Development
Guidelines for 2014-2020 the number of fatalities should be
reduced by 50 % in comparison with 2010. It means that the number
of fatalities should be annually reduced by 7-10 % by 2020 in
comparison with 2010. By knowing the final objective, it was
planned, with the help of linear interpolation method, for how
many fatalities and casualties the numbers of fatalities and
casualties should reduce every year in line with the direct
action results to be achieved, as laid down in the Road Traffic
Safety Programme for 2007-2013.

2. Objective and Lines of Action of
the Plan

Objective: A 50 % reduction in the numbers of fatalities and
casualties in road traffic accidents in 2020 in comparison with
2010

Measures to be taken by each competent institution to improve
the road traffic safety are identified in the lines of action of
the Plan.

Lines of action:

1.
Preventive road traffic safety measures:

• Research activities regarding road traffic safety in
Latvia;

• Improvement of the overall
technical condition of vehicles;

• Improvement of information
exchange on RTAs;

• Preventive measures for control
of road traffic participants;

• Amendments to laws and
regulations in order to prevent violations in road traffic;

• Amendments to laws and
regulations in order to improve procedures for the medical
check-ups of drivers.

2. Education and informing of
traffic participants:

• Educational activities for traffic participants;

• Informative campaigns on road traffic safety.

3. Introduction of solutions for
traffic safety in the motorway and street network:

• Improvement of State motorway infrastructure;

• Measures for improvement of cycling and pedestrian
infrastructure;

• Improvement of infrastructure of motorways of towns,
cities and local governments.

4. Response to road traffic
accidents and mitigation and prevention of their
consequences:

• Provision of rescue services with the necessary
equipment;

• Improvement of information system for notification of
RTAs;

• Improvement of the process of settlement of
losses.

3. Description of the Lines of
Action

3.1. Preventive Road Traffic Safety
Measures

Table 6. Lines of action and
measures included in the Plan

Policy results and performance-based
indicators

Improved road traffic
safety by achieving a 50 % reduction in the numbers of
fatalities and casualties in road traffic accidents in 2020
in comparison with 2010.

Line of action

3.1. Preventive road
traffic safety measures.

No.

Measure

Result of action

Performance-based indicator

Responsible institution

Co-responsible institutions

Deadline for execution

Necessary financing (EUR) and its sources

3.1.1. Research activities on road
traffic safety in Latvia

1.

Carry out a comprehensive study on the risk factors
affecting road traffic safety in Latvia, as well as inform
the responsible institutions of study findings (seminars,
conferences, thematic training).

A comprehensive study has been carried out by
identifying risks which increase a risk of becoming involved
in a RTA and suffer injuries or die in a RTA in Latvia, also
proposals will be made for significant reduction of the
risks. The responsible institutions have been informed of the
study findings.

1 study has been carried out on the risk factors
affecting road traffic safety, 5 seminars have taken place
with regard to the study.

MoT

RTSD, MoF (MIBoL), MoI (SP), MoES, MoJ (SFSB), MoH

31 December 2018

100 000, CCLI funds

3.1.2. Improvement of the overall
technical condition of vehicles

2.

Expand technical control of
vehicles through inspections on roads.

More extensive control of
vehicles has been implemented with the help of technical
inspections on roads for lorries, buses, taxis, passenger
cars, motorcycles etc.

4300 vehicles have been
inspected every year.

RTSD

SP

31 December 2020

Within the existing budget of
the RTSD, additional financing is not necessary.

3.

Improve technical control of vehicles in the annual
technical inspection in compliance with the requirements of
the EU Directive.

Requirements for assessment of annual technical
inspections have been harmonised according to the
requirements of the EU Directive by introducing higher
requirements for specific parameters.

New Cabinet regulation has been drawn up regarding
State technical inspection of vehicles and technical control
of vehicles on roads.

RTSD

MoT

31 December 2017

Not necessary.

3.1.3. Improvement of information
exchange on RTAs

4.

Develop an information system for analysis of locations
of RTAs and violations (CAIS).

The CAIS information system has been developed which
ensures that research institutions have access to the data of
the MoI on RTAs.

Information regarding locations of RTAs, administrative
violations and crimes in road traffic is available online
free of charge and without any authorisation to any
interested party on the basis of specific selection
criteria.

ICoMoI

SP

31 December 2020

(the estimated period for development is 14 months from
the receipt of financing)

140 000, CCLI funds or State budget

5.

Improve information exchange
among insurers, the MIBoL, public institutions and law
enforcement institutions in case of criminal
proceedings.

Amendments have been made to the
relevant laws and regulations (the CCLI Law, Criminal
Procedure Law, Cabinet Regulations Regarding the Criminal
Procedure Information System etc.) in order to introduce
electronic information exchange online among insurers, the
MIBoL, public institutions and law enforcement institutions
in criminal proceedings.

Electronic information exchange
has been introduced online among insurers, the MIBoL, public
institutions and law enforcement institutions on
circumstances of RTAs, victims and responsible persons, as
well as decisions taken in criminal proceedings in order to
ensure payout of insurance compensation to victims without
waiting for a final ruling in criminal proceedings.

Road traffic monitoring, as well as
fulfilment of tasks specified in EU law and laws and
regulations of Latvia regarding control of carriage by road
have been ensured.

Technical equipment such as traffic police
sticks, whistles, lamps, video lamps, searchlights, photo
cameras, video cameras, drones etc. have been purchased (it
is not possible to specify the number and type of the
necessary technical equipment for each year, as its purchase
and amount depend on the need by assessing the specific
situation of road traffic safety).

MoI (SP)

MoT

CCLI or State budget funds

31 December 2017

59 500

31 December 2018

40 000

31 December 2019

40 000

31 December 2020

30 000

Total: 179 500

12.

Ensure purchase of
the necessary measuring devices for road traffic
monitoring - control of carriage by road and preparation of
the place of RTA (tyre tread depth gauges, measuring rods,
measuring tapes, measuring wheels, meters to measure light
transmittance of car windows etc.).

Road traffic
monitoring, as well as fulfilment of tasks specified in EU
law and laws and regulations of Latvia regarding control of
carriage by road have been ensured.

Measuring
instruments have been purchased (it is not possible to
specify the number and type of the necessary technical
equipment for each year, as its purchase and amount depend on
the need by assessing the specific situation of road traffic
safety).

MoI (SP)

MoT

CCLI
or State budget funds

31 December 2017

11 990 (CCLI funds)

31 December 2019

30 000

31 December 2020

30 000

Total: 71
990

13.

Ensure purchase of portable scales and
their equipment for road transport.

Fulfilment of tasks specified in EU law and
laws and regulations of Latvia regarding control of carriage
by road has been ensured.

3 pieces of portable scales and their
equipment for road transport have been purchased (1 in 2018,
1 in 2019, 1 in 2020).

MoI (SP)

MoT

CCLI
or State budget funds

31 December 2018

25 000

31 December 2019

25 000

31 December 2020

25 000

Total: 75
000

14.

Prior to using average speed
cameras for control of road traffic participants, explore the
need to amend and, if necessary, prepare amendments to laws
and regulations, as well as make proposals for the most
appropriate financing model of average speed cameras.

One or several most appropriate
financing models have been prepared for the purchase of
average speed cameras and ensuring of their operation,
compliance of laws and regulations with the use of average
speed cameras for control of road traffic participants has
been ensured.

One or several financing models
have been prepared, amendments have been introduced to laws
and regulations.

MoI (SP)

MoT (RTSD)

31 December 2018

Not necessary.

15.

Prior to using automated devices, which record failure
to observe traffic light signals, for control of road traffic
participants, explore the need to amend and, if necessary,
prepare amendments to laws and regulations, as well as make
proposals for the most appropriate financing model of
automated devices which record failure to observe traffic
light signals.

One or several most appropriate financing models have
been prepared for the purchase of automated devices, which
record failure to observe traffic light signals, and ensuring
of their operation, compliance of laws and regulations with
the use of devices, which record failure to observe traffic
light signals, for control of road traffic participants has
been ensured.

One or several financing models have been prepared,
amendments have been introduced to laws and regulations.

MoI (SP)

MoT (RTSD)

31 December 2018

Not necessary.

16.

Ensure introduction
of technical means which record failure to observe the
prohibiting traffic light signal.

Automated control of
the observance of traffic light signals at dangerous
crossroads has been ensured.

Technical means
which record failure to observe the prohibiting traffic light
signal have been installed (their number will be specified
after assessment).

A possibility has
been ensured to automatically establish whether a vehicle is
wanted, whether it has been insured and has passed technical
inspection, as well as some other important information for
road traffic monitoring.

3 devices for
automatic number-plate recognition have been purchased (1 in
2018, 1 in 2019, 1 in 2020).

MoI (SP)

MoT, LSR

State budget or CCLI funds

31 December 2018

50 000

31 December 2019

50 000

31 December 2020

50 000

Total: 150
000

18.

Ensure purchase of bicycles
(without a motor or with a 250 W electric motor) for the
SP.

In conducting road traffic
monitoring in populated areas a possibility has been ensured
to control whether other traffic participants pose threats to
cyclists.

200 bicycles have been purchased
which are used in the work of the State Police for control of
road traffic participants.

MoI (SP)

MoT

31 December 2020

Amount and source of financing
will be specified after assessment.

19.

Ensure purchase of 3D rulers for the SP to
ensure the process of elimination and investigation of
consequences of RTAs.

Quality of RTA preparation has been
significantly improved by using the latest technologies.

5 3D rulers have been purchased (1 in 2017,
1 in 2018, 1 in 2019, 2 in 2020).

MoI (SP)

MoT

CCLI
or State budget funds

31 December 2017

100 000 in 2017 (CCLI funds)

31 December 2018

100 000 in 2018

31 December 2019

100 000 in 2019

31 December 2020

200 000 in 2020

Total: 500
000

20.

Ensure purchase of thermal night
vision cameras for the SP for control of road traffic
participants.

A possibility has been ensured
to find persons (drivers) who after causing a RTA or
committing a violation of the RTR in the dark hours of the
day hide behind natural or artificial covers when running
away from police, thus trying to avoid the liability provided
for in the law. In addition, such devices could be used in
frontier area in order to find the persons who, after illegal
crossing of the border, continue travelling in a cargo
compartment of a vehicle, van etc.

8 thermal night vision cameras
have been purchased.

MoI (SP)

MoT

31 December 2017

28 000 in 2017 (CCLI funds)

21.

Ensure purchase of
individual compact video cameras for the SP for control of
road traffic participants.

Video recording of
different violations of the RTR has been ensured to provide
extra proof, including video recordings have been made in
conflict situations or situations when a person tries to
corrupt (bribe) a police officer.

Purchase special
equipment in order to ensure fulfilment of tasks of the SBG
regarding increased road traffic safety.

Structural units of
the SBG which fulfil tasks of the SBG on State motorways have
been provided with quality special equipment.

The following equipment has been purchased:

400 traffic police sticks;

200 lamps; 30 searchlights with stands.

MoI (SBG)

MoT

CCLI
funds

31 December 2017

8200

31 December 2018

8200

31 December 2019

4800

31 December 2020

8200

Total: 29
400

23.

Purchase video
recorders for recording of road traffic violations committed
by a person who crosses the border illegally in order to
record initial circumstances of RTA.

Video recorders
which allow to record road traffic violations committed by a
person who crosses the border illegally have been purchased
in order to record initial circumstances of RTA.

100 video recorders
have been purchased, including additional equipment necessary
for data processing.

MoI (SBG)

MoT

CCLI
funds:

31 December 2017

3000

31 December 2019

17 000

Total: 20
000

3.1.5. Amendments to laws and
regulations in order to prevent violations in road
traffic

24.

Explore the need to prepare amendments to the Cabinet
Regulation No. 551 of 21 June 2004, Regulations Regarding
Application of the Demerit Point System.

A possibility has been considered to introduce a
differentiated demerit point system for individual violations
in road traffic (a system of penalties based on risk
assessment), as well as the number of demerit points has been
increased for individual violations and violations in
carriage by road in order to motivate traffic participants to
observe requirements of the RTR.

Amendments have been adopted to the Cabinet Regulation
No. 551 of 21 June 2004, Regulations Regarding Application of
the Demerit Point System.

MoT (RTSD)

MoI (SP)

31 December 2018

Not necessary.

25.

Explore the need to prepare
amendments to the Latvian Administrative Violations Code by
reviewing amounts of fines and considering a possibility to
determine differentiated amount of fines (a system of
penalties based on risk assessment) in road traffic.

A possibility has been
considered to introduce a differentiated system of fine
amounts for individual violations in road traffic (a system
of penalties based on risk assessment), as well as amounts of
fines have been increased for violations in road traffic
(fines have been increased for deliberate violations or
violations which pose threat to other traffic participants:
driving under the influence of alcohol or other intoxicating
substances (especially if it occurs repeatedly) and causing
of a severe RTA (in cases when a person has been previously
punished for driving under the influence of alcohol or other
intoxicating substances), use of inappropriate lighting
equipment, use of inappropriate tyres, dismantled parts of
braking systems, transport of unsecured cargo, failure to
give way, failure to observe safe distance and interval,
exceeding of the permitted speed, use of telephones,
notebooks, tablets and smart devices etc.) by motivating
traffic participants to observe requirements of the RTR.

Amendments have been made to the
Latvian Administrative Violations Code.

MoT (RTSD)

MoI (SP)

31 December 2017

Not necessary.

26.

Make amendments to the Latvian Administrative
Violations Code by reviewing amounts of fines and considering
a possibility to determine a differentiated amount of fines
(a system of penalties based on risk assessment) in carriage
by road.

A possibility has been considered to introduce a
differentiated demerit point system for individual violations
in carriage by road (a system of penalties based on risk
assessment), as well as amounts of fines have been increased
for violations in carriage by road in order to motivate
traffic participants to observe requirements of the RTR.

Amendments have been made to the Latvian Administrative
Violations Code.

MoT (RTSD)

MoI (SP)

31 December 2020

Not necessary.

27.

Consider the most appropriate
solution for the possibility to make amendments to the
Compulsory Civil Liability Insurance (CCLI) of Owners of
Motor Vehicles Law, the RTL, and the Latvian Administrative
Violations Code (LAVC) in order to provide a possibility to
record CCLI validity of all vehicles in the register of
vehicles and their drivers, and influence a possibility of
such vehicles to participate in road traffic without the
CCLI.

Amendments have been made to the
CCLI Law, the Road Traffic Law (RTL) and the Latvian
Administrative Violations Code.

The most appropriate solution
has been considered and introduced which provides a
possibility to record CCLI validity of all vehicles in the
register of vehicles and their drivers, and influence a
possibility of such vehicles to participate in road traffic
without the CCLI.

MoF, MIBoL

SP, ICoMoI, MoT, RTSD

31 December 2020

Not necessary.

28.

Consider the need to make
amendments to laws and regulations in order to facilitate
conclusion of CCLI contracts directly from insurers.

The need has been considered and
amendments have been made to the CCLI Law, the Activities of
Insurance and Reinsurance Intermediaries Law etc.

Traffic participants (owners and
eligible users of vehicles) have been provided with a
possibility to obtain information online in the CCLI
information system on the possibilities to conclude CCLI
contracts.

MIBoL

MoE, MoF, CRPC

31 December 2018

Not necessary.

3.1.6. Amendments to laws and
regulations in order to improve procedures for the medical
check-ups of drivers.

29.

Develop (consider the need/make amendments) amendments
to laws and regulations which stipulate the process of
medical check-up of drivers by improving the requirements
specified in regulations, as well as introducing additional
check-ups.

Amendments have been introduced to the Cabinet
Regulation Regarding Health Check-ups of Vehicle Drivers and
Persons Who Want to Obtain Qualification of Vehicle Drivers,
as well as Procedures for Covering Expenditure of Early
Health Check-Up by determining stricter health check-ups of
drivers in order to transpose requirements of the Commission
Directive (EU) 2016/1106 of 7 July 2016 amending Directive
2006/126/EC of the European Parliament and of the Council on
driving licences.

Amendments have been made to laws and regulations which
stipulate the process of health check-ups of drivers.

MoT

RTSD

31 December 2018

Not necessary.

3.2. Education and Informing of
Traffic Participants

Policy results and performance-based
indicators

Improved road traffic
safety by achieving a 50 % reduction in the numbers of
fatalities and casualties in road traffic accidents in 2020
in comparison with 2010.

Materials have been
prepared in order to ensure implementation of preventive
measures in road traffic safety.

Prizes and materials
have been prepared in order to ensure participation of the SP
in 1650 (each year) activities/classes on road traffic safety
or related topics for approximate audience of 33 000 children
in 2017, 2018, 2019 and 2020.

MoI (SP)

MoT

CCLI
funds.

31 December 2017

75 500 (CCLI funds)

31 December 2018

100 000

31 December 2019

100 000

31 December 2020

100 000

Total: 375
500

6.

Purchase materials
necessary for preventive measures within the framework of the
promotion of road traffic safety (masks of Rūdis the Cat and
Bruno the Beaver, costumes, reflectors, reflective vests and
elements, bicycle lamps, tents etc.).

Materials have been
prepared in order to ensure implementation of preventive
measures in road traffic safety.

Prizes and materials
have been prepared in order to ensure participation of the SP
in 1650 (each year) activities/classes on road traffic safety
or related topics for approximate audience of 33 000 children
in 2017, 2018, 2019 and 2020.

MoI (SP)

MoT

CCLI
funds.

31 December 2017

84 500 (CCLI funds)

31 December 2018

60 000

31 December 2019

60 000

31 December 2020

60 000

Total: 264
500

7.

Ensure implementation of
campaigns against drunk driving.

Campaigns have been implemented
in order to change the way the society thinks of the
influence of alcohol on driving.

Campaign has been implemented in
order to explain to the society safety of vulnerable traffic
participants.

One campaign has been
implemented for safety of vulnerable traffic
participants.

RTSD

MoT, MoI (SP)

2017-2020

50 000

CCLI/RTSD budget/private financing

11.

Ensure implementation of a
campaign for danger of the use of mobile devices during
driving or any other topical theme depending on the
concerns.

Campaign has been implemented in
order to change the way the society thinks of the impact of
the use of mobile devices on road traffic safety during
driving or any other topical campaign.

One campaign has been
implemented on a topical theme of road traffic safety.

RTSD

MoT, MoI (SP)

2017-2020

40 000

CCLI/RTSD budget/private financing

12.

Implement the
following informative campaign: Educating the public in the
action after RTA.

Campaign has been
implemented in order to change the way the society thinks of
adequate action after RTA.

3 video
clips have been developed regarding the action after a road
traffic accident, video clips and campaigns in social
networks reminding to first dial 112 and only then take
photographs; informative posters in the RTSD and other
institutions, informative booklets, children's colouring
books regarding 112, air fresheners reminding to dial 112
(they may, for example, be distributed to anyone who passes a
technical inspection of vehicle at the RTSD), car clock
regarding 112 and action after accident, as well as other
representative materials.

MoI (SFRS)

MoT

2017-2020

CCLI
budget

2017

15 000

Video

15 000

Colouring book

10 000

Air fresheners with 112 logo

10 000

Stickers, posters etc.

2018

15 000

Video

10 000

Air fresheners with 112 logo

10 000

Stickers, posters etc.

2019

15 000

Video

10 000

Air fresheners with 112 logo

10 000

Stickers, posters etc.

2020

10 000

Air fresheners with 112 logo

10 000

Stickers, posters etc.

Total for
the period:

140
000

13

Implementation of
preventive measures for the improvement of road traffic
safety. Purchase of light reflectors, objects with light
reflective elements for handing out on the border and
frontier area.

10 000 pieces of light reflective elements have been
purchased.

Objects with light reflective elements have been handed
out to persons who participated in the public preventive
measures organised by the territorial units of the SBG.

10 000 pieces of light reflective elements have been
purchased.

(2500 pcs in 2017;

2500 pcs in 2018;

2500 pcs in 2019;

2500 pcs in 2020)

MoI (SBG)

MoT

CCLI
funds.

31 December 2017

5000

31 December 2018

5000

31 December 2019

5000

31 December 2020

5000

Total: 20
000

3.3. Introduction of Solutions for
Traffic Safety in the Motorway and Street Network

Policy results and performance-based
indicators

Increased level of road
traffic safety on motorways and streets has been ensured by
introducing new and improving the existing solutions for road
traffic safety.

Line of action

3.3. Introduction of
solutions for traffic safety in the motorway and street
network

No.

Measure

Action result

Performance-based indicator

Responsible institution

Co-responsible institutions

Deadline for execution

Necessary financing (EUR) and its sources

3.3.1. Improvement of State motorway
infrastructure

1.

Conduct initial research for
introduction of rumble strips on the P80 (E22) motorway
Tīnūži-Koknese.

Initial research has been
conducted and rumble strips have been introduced in specific
places in order to reduce the failure of drivers to observe
horizontal road markings.

Research has been conducted and
rumble strips have been introduced (their number will be
specified as a result of research).

Informative markings regarding
the minimum distance have been installed in order to reduce
the failure to observe distance.

Informative markings regarding
the minimum distance have been installed in dangerous road
sections.

LSR

MoT, RTSD

31 December 2020

To be specified after initial
assessment.

3.

Ensure informative support in
order to promote creation of safe parking places for lorries
within the TEN-T road network.

In ensuring informative support
the creation of such parking places has been promoted and
information has been provided to entrepreneurs regarding the
need to create such parking places and a business
opportunity.

More detailed information
regarding safe parking places within the TEN-T road network
and parking places close to the motorways has been posted and
updated on a regular basis on the website of the State stock
company "Latvian State Roads" at www.lvceli.lv.

LSR

MoT, RTSD

31 December 2018

Not necessary.

3.3.2. Measures for improvement of
cycling and pedestrian infrastructure

4.

Create common
cyclist and pedestrian paths within the State motorway
network.

Cyclist and
pedestrian paths have been created outside densely populated
areas where pedestrian and cycling traffic is not so
intensive, thus separating cyclists and pedestrians from a
carriageway.

Cyclist and
pedestrian paths have been created for 17 km (5 km in 2017, 4
km in 2018, 5 km in 2019, 3 km in 2020) within the State
motorway network.

MoT

LSR

State budget

31 December 2017

2 900 000

31 December 2018

1 000 000

31 December 2019

1 100 000

31 December 2020

800 000

Total: 5
800 000

3.3.3. Improvement of infrastructure
of motorways of towns, cities and local governments

5.

Develop criteria for
identification of "black spots" and dangerous places in
populated areas.

Assessment of traffic safety has
been ensured in dangerous sections and places in populated
areas.

Cabinet Regulation has been
developed for the criteria for identification of "black
spots" and dangerous places in populated areas.

LSR, RTSD

MoT, MoEPRD, LALRG

31 December 2018

Not necessary.

3.4. Response to Road Traffic
Accidents and Mitigation and Prevention of Their Consequences

Policy results and performance-based
indicators

The system for the use
of technical means of the State Fire and Rescue Service has
been supplemented and training has been ensured in
cooperation with the involved institutions.

Line of action

3.4. Response to road
traffic accidents and mitigation and prevention of their
consequences

No.

Measure

Action result

Performance-based indicator

Responsible institution

Co-responsible institutions

Deadline for execution

Necessary financing (EUR) and its sources

3.4.1. Provision of rescue services
with the necessary equipment

1.

Enlarge and
strengthen facilities of the SFRS for the performance of
rescue operations and arrangement of the driving part of the
road in case of a RTA.

Hydraulic and
electrohydraulic kits of rescue tools, mechanical
instruments, medical sets, immobilisation boards, flow
sealant, covers, absorbents, special blankets, first-aid kits
and other equipment have been purchased for the performance
of rescue operations and arrangement of the driving part of
the road to eliminate consequences of a RTA.

It is necessary to
purchase 799 to 1000 pieces of specialised equipment* every
year to provide the necessary facilities of the SFRS
necessary to carry out rescue operations and arrange the
driving part of the road in case of a RTA.

MoI (SFRS)

MoT

CCLI

31 December 2017

150 000

31 December 2018

150 000

31 December 2019

150 000

31 December 2020

150 000

Total for
the period: 600 000

2.

Purchase video
recorders with camera equipment for recording of initial
circumstances of RTA.

Video recorders
which allow to record initial circumstances of RTA and hand
over materials to the SP have been purchased.

200 video recorders have been purchased for recording of
initial circumstances of RTA.

Registration of video recorders in order to ensure that
the recorded information has legal force.

MoI (SFRS)

MoT

CCLI

31 December 2018

28 000

3.4.2. Improvement of information
system for notification of RTAs

3.

Certification of eCall technical
solution.

eCall service which corresponds
to the EU requirements has been introduced.

eCall technical solution has
been certified to ensure faster response to RTAs.

MoI (ICoMoI)

SFRS

31 December 2017

150 000, CCLI funds

3.4.3. Improvement of the process of
settlement of losses

4.

Improvement of the
process for claiming and administering CCLI losses in order
to ensure faster and more efficient compensation for losses
caused to victims as a result of a RTA.

Online information
exchange procedures of the Criminal procedure information
system have been integrated into the CCLI information system.
Changes have been made in the process of loss administration
(in the MIBoL and insurance company systems) by ensuring
faster assessment of and compensation for the caused
losses.

Time period from the
submission of an insurable event to the payout of insurance
compensation to victims has been reduced.

MIBoL

MoF

CCLI
funds

31 December 2020

50 000

4. Planning of the Financing for the
Measures Included in the Plan, Impact Assessment on the State and
Local Government Budgets

Table 7. Planning of the financing
for the measures included in the Plan, impact assessment on the
State and local government budgets

Line of action

2017
(EUR)

2018
(EUR)

2019
(EUR)

2020
(EUR)

Total
(EUR)

Allocated financing, its source and
code and name of the
budget programme
(sub-programme)23

Necessary
additional financing and its source

Allocated financing, its
source and
code and name of the
budget programme
(sub-programme)10

Necessary
additional financing and its source

Allocated
financing, its source and
code and name of the
budget programme
(sub-programme)10

Necessary
additional
financing and its source

Allocated
financing, its source and
code and name of the
budget programme
(sub-programme)10

Necessary
additional financing and its source

3.1. Preventive road traffic safety
measures

3.1.1.

1. Carry out a comprehensive study on the risk factors
affecting road traffic safety in Latvia.

50 000, CCLI
funds24

50
000, CCLI funds22

100 000, CCLI funds

3.1.3.

4. Develop an information system for analysis of
locations of RTAs and violations (CAIS).

140 000, CCLI funds

(06.01.00 "Unified
communication and information system of the Ministry of the
Interior")

140 000, CCLI funds or State budget

(06.01.00 "Unified
communication and information system of the Ministry of the
Interior")

11. Ensure implementation of a campaign for danger of
the use of mobile devices during driving or any other
topical theme depending on the concerns.

40
000, CCLI/RTSD/private funds

40 000, CCLI/RTSD/private funds

3.2.2.

12. Implement the following informative campaign:
Educating the public in the action after RTA.

50 000, CCLI funds

(07.00.00. "Fire safety,
rescue and civil protection")

35 000, CCLI funds

(07.00.00. "Fire safety,
rescue and civil protection")

35 000, CCLI funds

(07.00.00. "Fire safety,
rescue and civil protection")

20 000, CCLI funds

(07.00.00. "Fire safety,
rescue and civil protection")

140 000, CCLI funds

(07.00.00. "Fire safety,
rescue and civil protection")

3.2.2.

13. Implementation of preventive measures for the
improvement of road traffic safety. Purchase of light
reflectors, objects with light reflective elements for
handing out on the border and frontier area.

5000, CCLI funds

(10.00.00. "Operation of the
State Border Guard")

5000, CCLI funds

(10.00.00. "Operation of the
State Border Guard")

5000, CCLI funds

(10.00.00. "Operation of the
State Border Guard")

5000, CCLI funds

(10.00.00. "Operation of the
State Border Guard")

20,000, CCLI funds

(10.00.00. "Operation of the
State Border Guard")

3.3. Introduction of solutions for
traffic safety in the motorway and street network

3.3.1.

2. Conduct initial research for introduction of rumble
strips on the P80 (E22) motorway Tīnūži-Koknese.

4. Create common cyclist and
pedestrian paths within the State motorway network.

23.06.00.

Management, maintenance and
reconstruction of State motorways

2
900 000

1 000 000

1 100 000

800 000

x

x

x

x

x

x

2020

Local government
budgets

x

x

x

x

x

x

x

x

x

x

x

x

Distribution of the
State budget financing between ministries (EUR)

2017

2018

2019

2020

Total

Allocated

Additional

Allocated

Additional

Allocated

Additional

Allocated

Additional

Ministry of Transport

2 900 000

x

1 000 000

x

1 100 000

x

800 000

x

5 800 000

Ministry of the Interior

x

x

x

50 000

x

50 000

x

50 000

150 000

Ministry of Health

x

x

x

x

x

x

x

x

0

Ministry of Education and
Science

x

x

x

x

x

x

x

x

0

Total

2 900 000

1 000
000

50
000

1 100
000

50
000

800
000

50
000

5 950 000

Total financing of
the Plan

State
budget28, amount (EUR)

5 950 000

CCLI
budget29, amount (EUR)

3 901 890

RTSD dividends, amount
(EUR)30

4 322 635

TOTAL
(EUR)

14 174 525

1 Zero-vision - a vision of road traffic safety in
future road transport systems. It is mainly related to several
factors which should be taken into account in the long-term for
the improvement of road traffic safety. The main aim of the
vision is to completely prevent fatalities and serious injuries
resulting from RTAs. The White Paper also envisages such
objective by aiming to move close to zero fatalities in road
transport by 2050. In line with this objective, the EU aims at
halving road fatalities by 2020. It is also important to ensure
that the EU is a world leader in safety and security in all modes
of transport.

5 The population estimated on the basis of the
final results of the 2011 population census has been used in the
calculations regarding the data for the period from 2008 to
2013.

6 Statistics of the State Police - 187, statistics
of the RTSD - 188.

7 These statistics assume that a child is a person
aged under 15 years.

8 Provisional data for 2016 is available on 2
February 2017.

9 GPS - global positioning system.

10 Cabinet Regulation No. 74 of 11 February 2003,
Requirements for Personal Protective Equipment, Procedures for
Conformity Assessment and Market Supervision Thereof, and Council
Directive 89/686/EEC on the approximation of the laws of the
Member States relating to personal protective equipment.

11 Survey and study carried out within the
framework of the campaign "Life belt" organised by the RTSD in
2015.

22 Arrangement is not made in order of priority -
impact of all factors should be taken into account in order to
improve the road traffic safety.

23 Code and name of a State budget programme
(sub-programme) should be indicated for the measures which are
financed from the State budget.

24 Code and name of the budget sub-programme will
be specified during preparation of a study task.

25 Detailed calculation of the financing planned
for implementation of the measure is available in the conceptual
report "On Operational Performance of the Fixed Speed Cameras
Installed by the State Stock Company Road Traffic Safety
Directorate, Proposals for Further Use of Technical Means (Photo
or Video Equipment), and Financing of the Purchase, Installation
and Ensuring of Performance of Speed Cameras" (approved by the
Cabinet Order No. 678 of 14 November 2016).

26 Budget plan of the MIBoL.

27 The table includes measures for which it is
planned to allocate financing as a priority from the State or
local government budgets, instead of an alternative source of
financing (CCLI funds).

28 Where several sources of financing are indicated
for measures, a priority source of financing is taken into
account.

29 Pursuant to Section 57 of the Compulsory Civil
Liability Insurance of Owners of Motor Vehicles Law, the Road
Traffic Safety Council shall decide on the utilisation of the
money (Sub-paragraph 2.10 of the Cabinet Regulation No. 530 of 23
September 2003, By-law of the Road Traffic Safety Council).

30 Detailed calculation of the financing planned
for implementation of the measure is available in the conceptual
report "On Operational Performance of the Fixed Speed Cameras
Installed by the State Stock Company Road Traffic Safety
Directorate, Proposals for Further Use of Technical Means (Photo
or Video Equipment), and Financing of the Purchase, Installation
and Ensuring of Performance of Speed Cameras" (approved by the
Cabinet Order No. 678 of 14 November 2016).